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class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/heavy-equipment-production-slowdown-to-hit-roro-trade-as-demand-softens-5823734" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5823732_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Heavy equipment production slowdown to hit ro/ro trade as demand softens</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A decline in sales of high-and-heavy equipment for the bellwether roll-on/roll-off cargo providers will reduce demand for breakbulk carriers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Heavy-haul transport</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/supply-chain-needs-compete-with-political-concerns-for-us-offshore-wind-5821522" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5821518_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Supply chain needs compete with political concerns for US offshore wind</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Donald Trump has promised to stop US offshore wind projects on “day one” of his administration, but stakeholders say they are cautiously optimistic that momentum from existing projects and leases could help ease his resistance.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/uncertain-nuclear-outlook-in-us-clouds-demand-picture-for-mpv-sector-5820767" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5820761_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Uncertain nuclear outlook in US clouds demand picture for MPV sector</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">MPV operators are hopeful the incoming Trump administration will build on Biden’s support for nuclear power generation, which would boost cargo volumes.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/us-flag-vessel-owners-investors-tout-wave-of-support-for-expanding-fleet-5819921" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5819918_0.1.jpeg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">US flag vessel owners, investors tout wave of support for expanding fleet</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The Ships for America Act and national security spotlight seen as growth opportunities for US-flag commercial fleet.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/mpv-stability-underscored-by-steady-cargo-demand-5790106" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5790086_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">MPV stability underscored by steady cargo demand</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Carly Fields, Associate Editor, Breakbulk and Project Cargo | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Minimal movements in industry indexes underline a constant demand for MPVs with capacity artificially reduced by Red Sea diversions.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/second-trump-term-fears-blow-through-breakbulk-sector-5790104" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5790085_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Second Trump term fears blow through breakbulk sector</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A second Trump term could benefit US oil projects, but offshore wind is under threat as an early casualty of the new administration.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/stream-of-oil-and-gas-business-keeps-project-sector-humming-5786451" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5786427_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Stream of oil and gas business keeps project sector humming</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A slower-than-expected transition to renewable energy sources is augmenting — rather than replacing — investment in traditional oil and gas, boosting project cargo demand.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Supply chain</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/north-american-projects-provide-lifeline-for-industrial-gas-suppliers-5785045" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5785039_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">North American projects provide lifeline for industrial gas suppliers</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Weak economic trends have kept the pressure on industrial end-markets serviced by Linde and Air Liquide, which provide key cargo for the breakbulk and project cargo segments.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/roro-operators-bank-on-recovery-in-high-and-heavy-market-5783980" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5783965_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Ro/ro operators bank on recovery in ‘high-and-heavy’ market</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Asian exports and growth in construction and mining demand are expected to prop up ro/ro volumes, two major vessel operators say.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/offshore-project-delivers-virginia-cargo-windfall-5780771" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5780762_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Offshore project delivers Virginia cargo windfall</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The Port of Virginia is enjoying a 372% surge in breakbulk cargo volumes thanks largely to handling cargo shipments supporting a 2.6-gigawatt offshore wind project.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/oilfield-services-titans-shift-focus-to-gas-deepwater-developments-5778680" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5778666_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Oilfield services titans shift focus to gas, deepwater developments</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The decline in oil prices has prompted diversification of projects for Baker Hughes and SLB.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/ex-mobile-executive-branch-named-ceo-of-port-of-new-orleans-5773621" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5773612_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Ex-Mobile executive Branch named CEO of Port of New Orleans</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Beth Ann Branch is taking the reins as New Orleans develops the $1.8 billion Louisiana International Terminal, which will allow the port to service ultra-large container ships.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port infrastructure</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/indias-project-cargo-expansion-tempered-by-clearance-snags-equipment-shortages-5749365" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5749363_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">India’s project cargo expansion tempered by clearance snags, equipment shortages</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Bency Mathew, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Rapid urbanization and strong economic growth are driving project cargo volumes in India, although heavier cargoes are becoming harder to handle due to port equipment and infrastructure limitations.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Heavy-haul transport</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/stabilizing-mpv-rates-belie-geographical-imbalances-5748143" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5748066_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Stabilizing MPV rates belie geographical imbalances</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Carly Fields, Associate Editor, Breakbulk and Project Cargo | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Healthy demand for “sophisticated” multipurpose vessels is being undercut by a sluggish market for standard MPVs.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/fuel-agnostic-spliethoff-invests-in-mpv-fleet-expansion-5745886" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5745878_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">‘Fuel agnostic’ Spliethoff invests in MPV fleet expansion</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A 10-ship order and the acquisition of MPV carrier ForestWave will increase Spliethoff’s fleet to 155 ships by 2029.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/roro-newbuilds-push-car-carrier-order-book-to-record-high-5741805" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5741718_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Ro/ro newbuilds push car carrier order book to record high</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The record order book for car carriers comes amid forecasts of falling global production of light vehicles, a key driver of roll-on/roll-off vessel demand.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/breakbulk-reefer-segment-hanging-on-in-shrinking-market-5738520" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5738507_0.1.png"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Breakbulk reefer segment hanging on in shrinking market</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Container lines are contracting directly with perishables shippers, undercutting volume brokers, but the specialized reefer fleet is hanging on to niche markets as a handful of ports pivot toward dockside cold storage.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/breakbulk-sector-not-expecting-much-disruption-from-possible-longshore-strike-5737375" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5737352_0.1.png"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Breakbulk sector not expecting much disruption from possible longshore strike</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Should a strike occur — and if it continues for an extended period — one possible outcome is the spillover of container cargo into breakbulk vessels, similar to the scenario that played out in response to supply chain bottlenecks during the pandemic.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/global-mpv-indices-diverge-despite-relative-market-stability-5728700" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5728689_0.1.JPG"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Global MPV indices diverge despite relative market stability</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Carly Fields, Associate Editor, Breakbulk and Project Cargo | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The MPV sector is seeing a period of stability in charter rates and cargo demand after a period of intense routing disruptions linked to the militant attacks on commercial shipping in the Red Sea.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/green-corridors-signal-maritime-fuel-options-for-multipurpose-vessels-5721029" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5721018_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Green corridors signal maritime fuel options for multipurpose vessels</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Multipurpose carriers are reluctant to invest in newbuildings for several reasons, including uncertainty around the availability of carbon-neutral fuels for tramp shipping.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/energy-tech-projects-filling-project-cargo-pipeline-5715577" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5715580_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Energy, tech projects filling project cargo pipeline</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">EPCs report revenue gains and hefty project backlogs as manufacturing and traditional and alternative energy projects gain momentum.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/chipolbrok-expands-mpv-fleet-amid-flurry-of-new-orders-in-sector-5712255" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5712253_0.1.png"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Chipolbrok expands MPV fleet amid flurry of new orders in sector</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A Journal of Commerce analysis reveals that the average age of MPVs now trading globally is rapidly approaching 20 years, with almost 12% of vessels 25 years or older.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/high-container-rates-port-congestion-entice-some-shippers-back-to-mpvs-5710574" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5710614_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">High container rates, port congestion entice some shippers back to MPVs</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Most of the recent interest from shippers is for mode-malleable cargo — freight that can be easily switched between breakbulk and container modes.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/healthy-work-orders-come-with-turbine-troubles-for-some-wind-manufacturers-5710525" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5710515_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Healthy work orders come with turbine troubles for some wind manufacturers</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">While manufacturers remain optimistic for the longer term thanks to hefty order backlogs, they have faced recent headwinds in the form of project slowdowns, rising interest rates, higher commodity costs and, in some cases, defective turbines.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/refurbishments-new-projects-driving-gulf-of-mexico-wind-cargo-uptick-5708403" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5708400_0.1.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Refurbishments, new projects driving Gulf of Mexico wind cargo uptick</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Ports along the US Gulf are beefing up infrastructure, equipment, capacity and dock strength to handle king-sized onshore turbines.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Port News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/roro-cargo-rates-rise-despite-falling-demand-5704827" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5704828_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Ro/ro cargo rates rise despite falling demand</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Major roll-on/roll-off carriers reported climbing net rates in the first half even as demand for machinery and rolling stock faltered and a congested shipping market tightened capacity.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/transportation-industry-welcomes-project-cargo-reality-check-5703049" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5703050_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Transportation industry welcomes project cargo ‘reality check’</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Project slowdowns ease pressure on heavy transport service providers and the breakbulk supply chain, injecting realism into schedules, but a buoyant outlook could mask signs of stress, executives say.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Heavy-haul transport</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/tight-capacity-expected-demand-bolster-august-mpv-indices-5703233" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5703234_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Tight capacity, expected demand bolster August MPV indices</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">An “unbroken faith” in the underlying strength of the breakbulk market is pushing up indices and bolstering the optimism of multipurpose carriers, analysts say.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/disruptions-tight-capacity-boost-quarterly-mpv-sentiment-index-5703112" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5703113_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Disruptions, tight capacity boost quarterly MPV sentiment index</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The latest iteration of the multipurpose sentiment index reveals short-term optimism and little relief in sight for longer-term capacity pressures.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/h1-breakbulk-roro-tonnage-down-at-rotterdam-antwerp-bruges-5703243" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5703244_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">H1 breakbulk, ro/ro tonnage down at Rotterdam, Antwerp-Bruges</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Weaker demand, congestion and supply chain disruptions held back volumes at two of Europe’s largest breakbulk ports during the first six months of the year.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Heavy-haul transport</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/super-load-cargo-expected-to-arrive-at-ohio-chip-plant-this-week-5703132" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5703133_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">‘Super load’ cargo expected to arrive at Ohio chip plant this week</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">A 458-ton cold box, one of 24 heavy-haul transports bound for Intel’s newest chip plant, is inching its way across Ohio after a year-plus of planning.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Heavy-haul transport</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/msc-returns-to-vehicle-carrier-market-after-698-million-gram-car-carriers-takeover-5192300" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192301_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">MSC returns to vehicle carrier market after $698 million Gram Car Carriers takeover</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">The deal marks MSC’s return to the booming car carrier market that it exited in March 2023 when it sold its two vehicle carriers to focus on transporting vehicles in containers.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container Shipping News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Container lines</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/roro-market-still-sizzling-despite-added-tonnage-tariff-threats-5192316" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192317_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Ro/ro market still sizzling despite added tonnage, tariff threats</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Automobile shipments, especially electric vehicles from China, are strong, while high container rates and capacity shortages are pushing breakbulk, project cargo and equipment shippers toward the ro/ro sector.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/infrastructure-green-energy-projects-to-boost-houston-breakbulk-activity-5192242" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192243_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Infrastructure, green energy projects to boost Houston breakbulk activity</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Spillover talk is surfacing, but a shift has yet to materialize at Port Houston while oil and gas-related steel demand is on the downswing as rig counts drop.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/container-lines-charter-breakbulk-tonnage-pushing-up-rates-5192248" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192249_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Container lines charter breakbulk tonnage, pushing up rates</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Multipurpose vessel (MPV) charter rates are rising as tight capacity due to diversions away from the Red Sea, port congestion and higher spot rates prompt shippers to shift containerized cargo to MPVs.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/stehle-to-leave-uhl-and-rejoin-forwarder-deugro-as-cco-5192160" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192161_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Stehle to leave UHL and rejoin forwarder deugro as CCO</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">After navigating the 2019 implosion of Zeamarine and the tumultuous pandemic spillover market with MPV carrier UHL, Stehle will rejoin the project forwarding side of the breakbulk shipping segment as chief commercial officer of the Swiss forwarder deugro.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk carriers</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Energy projects</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/cool-carriers-muscles-into-melon-trade-with-new-brazil-europe-contract-5192216" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192217_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Cool Carriers muscles into melon trade with new Brazil-Europe contract</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Richard Bright, Journal of Commerce analyst | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">While Cool is “cash rich,” it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered, writes analyst Richard Bright.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Maritime</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Cool Cargo News</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/roro-surges-at-brunswick-amid-investment-baltimore-diversions-gpa-5192228" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192229_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Ro/ro surges at Brunswick amid investment, Baltimore diversions: GPA</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Keith Wallis, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Brunswick could overtake Baltimore as the busiest ro/ro port in the US, at least in the short term, partly because operations at the Maryland port were severely restricted following the collapse of the Francis Scott Key Bridge in March.  </div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Ro/ro cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/new-orleans-pins-breakbulk-turnaround-on-container-spillover-5192134" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192135_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">New Orleans pins breakbulk turnaround on container spillover</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Autumn Cafiero Giusti, Special Correspondent | </div><div class="HorizontalCard_description__PMXhF" data-cy="description">Despite sliding breakbulk volumes during the first five months of the year, there are signs that spillover cargo may reappear at the Port of New Orleans thanks to the disrupted global market.</div><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk News</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Project cargo</span></span><span class="Label_label__WyZz7 Label_default__Pe_Vx"><span role="link" style="cursor:pointer">Breakbulk ports</span></span></div></a></div><div class="HorizontalCard_card__m_kFd" data-cy="horizontal-card"><a href="/article/signs-of-container-spillover-remerging-in-mpv-market-5192146" class="HorizontalCard_wrapper__vePDl"><div class="HorizontalCard_imageWrapper__vI_1_" style="aspect-ratio:1 / 1" data-cy="image-wrapper"><img alt="" loading="lazy" decoding="async" data-nimg="fill" class="HorizontalCard_image__XC0zN" style="position:absolute;height:100%;width:100%;left:0;top:0;right:0;bottom:0;color:transparent" src="/images/phoenix/5192147_1.0.jpg"/></div><div class="HorizontalCard_content__zyMKI"><h3 class="HorizontalCard_title__ZuoCy" data-cy="title">Signs of container spillover remerging in MPV market</h3><div class="AuthoredLine_wrapper__GcVa2" data-cy="meta">Janet Nodar, Senior Editor, Breakbulk and Heavy Lift | </div><div 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cargo","Menu":true,"ParentId":"8","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"Position":31,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"31","Name":"Energy projects","Menu":true,"ParentId":"8","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"Position":29,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"32","Name":"Heavy-haul transport","Menu":true,"ParentId":"8","Redirects":[{"Path":"/maritime/breakbulk-news/heavy-haul-transport","__typename":"Redirect"}],"Position":32,"__typename":"TaxonomyDictionary","Children":[]},{"Id":"33","Name":"Project cargo","Menu":true,"ParentId":"8","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"Position":30,"__typename":"TaxonomyDictionary","Children":[]}]}],"firstSection":[{"Id":"5823734_JournalOfCommerce","Attachments":[{"FileName":"5823732_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRough market conditions are grinding down the performance of heavy equipment manufacturers Deere and Caterpillar, with Deere announcing plans to pull back its production in North America for the first quarter of 2025. \u003c/p\u003e\u003cp\u003eConsidered bellwether roll-on/roll-off (ro/ro) cargo providers and breakbulk shippers, both of the high-and-heavy manufacturers posted lagging results in their latest quarterly earnings amid a convergence of challenging market conditions. \u003c/p\u003e\u003cp\u003eIllinois-based Deere \u0026amp; Company, which produces heavy machinery for farming and construction, reported a decline in sales for all its equipment types. \u003c/p\u003e\u003cp\u003e“Lingering headwinds include depressed yields from unfavorable weather, reduced regional commodity prices, and persistently elevated input costs,” investor communications manager Josh Rohleder said during the company’s Nov. 21 earnings call. “The confluence of these issues, coupled with high interest rates, are expected to keep industry equipment demand at low levels throughout 2025.” \u003c/p\u003e\u003cp\u003eCiting the softening demand for equipment, Deere investor relations director Josh Beal said the company will shut down earthmoving production lines at its North American factories for about half of total production days in the first quarter of 2025. \u003c/p\u003e\u003cp\u003eThe move comes after the company in the fourth quarter pulled back production and shipping at its factories worldwide. \u003c/p\u003e\u003cp\u003eYear-over-year fiscal fourth-quarter net income for Deere fell 47% to $1.2 billion. For the full fiscal year, net income declined 30% to $7.1 billion. \u003c/p\u003e\u003cp\u003eDeere is forecasting further declines for the coming year, projecting $5 billion to $5.5 billion in net income in 2025. \u003c/p\u003e\u003ch3\u003eEnergy props up Caterpillar \u003c/h3\u003e\u003cp\u003eEquipment orders to support the energy sector helped offset lower demand for construction machinery for Texas-based Caterpillar, according to the company’s latest quarterly report. \u003c/p\u003e\u003cp\u003eCaterpillar’s third-quarter order backlog increased 2% to $28.7 billion year over year, driven by what CEO Jim Umpleby described as a “quite robust” increase in the company’s energy and transportation sector, offsetting a decrease in the backlog for construction machinery. \u003c/p\u003e\u003cp\u003eFor the second consecutive quarter, Caterpillar adjusted its full-year outlook to be “slightly lower” than its 2023 sales and revenues of $67.1 billion. The adjustment came as Caterpillar reported a 4% decline in its overall Q3 sales, while revenues fell to $16.1 billion because of lower demand for construction and mining equipment, which accounts for over half of the company’s business. \u003c/p\u003e\u003cp\u003eEnergy and transportation equipment needs helped offset those declines, specifically because of orders for solar turbines for oil and gas reciprocating engines, as well as for power generation equipment for the burgeoning data center market. \u003c/p\u003e\u003cp\u003eCaterpillar’s decline in construction equipment business comes three years after President Joe Biden’s 2021 Infrastructure Investment and Jobs Act (IIJA) took effect and helped fuel demand for construction equipment right as pandemic-stalled projects were resuming. \u003c/p\u003e\u003cp\u003eUmpleby pointed out in the earnings call that about half of the IIJA funds remain uncommitted. “So, there’s a lot of infrastructure activity out there that our dealers are working with their customers to help support,” he said. \u003c/p\u003e\u003cp\u003eAlthough the election of Donald Trump has introduced some uncertainty to federal infrastructure spending, Trump’s incoming administration is expected to lift Biden’s pause on permits for US liquefied natural gas (LNG) projects that rely on heavy equipment from companies such as Caterpillar. \u003c/p\u003e\u003cp\u003e“If that permitting process starts again, I would think certainly medium, long-term that would be a positive for us,” Umpleby said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Deere \u0026 Company is pulling back on equipment production in response to sluggish industry demands and challenging market conditions. Photo credit: Deere \u0026 Company.","__typename":"Metadata"},"ModDate":"1732558995167","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"32","Name":"Heavy-haul transport","Redirects":[{"Path":"/maritime/breakbulk-news/heavy-haul-transport","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1732549697000","TitlePlainText":"Heavy equipment production slowdown to hit ro/ro trade as demand softens","Published":true,"Redirects":[{"Path":"/article/heavy-equipment-production-slowdown-to-hit-roro-trade-as-demand-softens-5823734","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA decline in sales of high-and-heavy equipment for the bellwether roll-on/roll-off cargo providers will reduce demand for breakbulk carriers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A decline in sales of high-and-heavy equipment for the bellwether roll-on/roll-off cargo providers will reduce demand for breakbulk carriers.","__typename":"Document"},{"Id":"5821522_JournalOfCommerce","Attachments":[{"FileName":"5821518_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAn inadequate domestic supply chain poses greater challenges to developing the US offshore wind sector than politics, a panel of offshore wind and marine transport leaders told attendees at the 2024 Marine Money finance forum in New Orleans. \u003c/p\u003e\u003cp\u003eAlthough US President-elect Donald Trump has promised he would sign an executive order to stop offshore wind projects “on day one” of taking office, panelists said they were cautiously optimistic that momentum from existing projects and leases could help ease the incoming administration’s resistance to offshore wind development.\u003c/p\u003e\u003cp\u003e“What I’m interested in is how do we build a domestic supply chain — ports, vessels, people, equipment — capable of doing this? Because this is cutting edge-stuff. And the scale of it is wild,” said Joel Whitman, president of Massachusetts-based services provider Foss Offshore Wind.\u003c/p\u003e\u003cp\u003ePresident Joe Biden set an ambitious target for the US to deploy 30 gigawatts (GW) of offshore wind energy by 2030 — a plan widely considered lofty under any administration. Offshore wind projects are an important cargo source for multipurpose vessels (MPVs) and breakbulk cargo ports. \u003c/p\u003e\u003cp\u003e“You’re never going to install at that magnitude,” Whitman said at the forum, held last week. “The number of turbines that have to go in the water can’t even come close to that.” \u003c/p\u003e\u003cp\u003eWhitman pointed to coastal New England, where Foss Offshore Wind has been transporting cargo for the 64-turbine Vineyard Wind project. “In Massachusetts, we have two, maybe three of these 30-acre ports that are able to do this,” he said.\u003c/p\u003e\u003cp\u003eWhitman said the sector needs a more robust supply chain and regional port facilities to support and move massive offshore wind turbines and equipment.\u003c/p\u003e\u003cp\u003e“That’s not a two-year aspiration or even a four-year aspiration,” he said. “That’s a decades-in-the-making aspiration.” \u003c/p\u003e\u003ch3\u003eBusiness case for offshore wind\u003c/h3\u003e\u003cp\u003eJamie Lescinski, the US offshore wind business development director for Dutch marine engineering and project firm Boskalis, said she is “cautiously optimistic” about the offshore wind market given the current pipeline of projects that have been approved through 2028, along with leases that have been auctioned off and are awaiting federal approvals. \u003c/p\u003e\u003cp\u003e“Once you hit 2028, you then have more projects that need to be built simultaneously than the supply chain can handle,” she said. \u003c/p\u003e\u003cp\u003eWhen asked what happens if permitting comes to a halt over the next four years, Lescinski said activity levels could drop off at the start of the next decade, noting “2030 is kind of the precipice.” \u003c/p\u003e\u003cp\u003eOffshore wind developers stand to benefit from building a rapport with operators and other offshore energy stakeholders that have existing relationships with their state’s Congressional delegates, said Otto Candies III, chairman and CEO of Louisiana-based offshore vessel owner and operator Otto Candies.\u003c/p\u003e\u003cp\u003e“I’d love to see developers sit down with the stakeholders and allow us to leverage those relationships into something that can strengthen the industry,” he said.\u003c/p\u003e\u003cp\u003eCandies cited Louisiana vessel operators’ long-standing relationships with House Speaker Mike Johnson and Majority Leader Steve Scalise, both Republicans from Louisiana. \u003c/p\u003e\u003cp\u003e“Certainly, I know that traditional oil and gas operators want to see that industry flourish,” he said. “It’s another source of business for us, and another way for us to invest some money.” \u003c/p\u003e\u003cp\u003eThe best-case scenario is a slowdown for the industry, whereas the worst-case scenario is that offshore wind development comes to a halt, said Michael Landry, director of New York-based Liberty Green Logistics. However, Landry said he is optimistic that there are enough projects under way to keep things moving. \u003c/p\u003e\u003cp\u003e“We need to look at this as an American industry and leverage our expertise,” he said.\u003c/p\u003e\u003cp\u003eThe key, Whitman said, will be for the industry to focus on offshore wind as an avenue to US energy independence and job creation, rather than letting the sector’s development become an adversarial proposition for politicians. \u003c/p\u003e\u003cp\u003e“I really believe that we are a hard capitalist society,” he said. “There is a lot of money to be made in this industry. The market demand is there.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Foss Offshore Wind has been transporting cargo for the 64-turbine Vineyard Wind project in New England. Photo credit: Foss Offshore Wind.","__typename":"Metadata"},"ModDate":"1732140194510","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1732136594000","TitlePlainText":"Supply chain needs compete with political concerns for US offshore wind","Published":true,"Redirects":[{"Path":"/article/supply-chain-needs-compete-with-political-concerns-for-us-offshore-wind-5821522","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eDonald Trump has promised to stop US offshore wind projects on “day one” of his administration, but stakeholders say they are cautiously optimistic that momentum from existing projects and leases could help ease his resistance.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Donald Trump has promised to stop US offshore wind projects on “day one” of his administration, but stakeholders say they are cautiously optimistic that momentum from existing projects and leases could help ease his resistance.","__typename":"Document"},{"Id":"5820767_JournalOfCommerce","Attachments":[{"FileName":"5820761_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA commitment to meeting climate goals even as energy demand escalates is supercharging the outlook for nuclear power as a clean and reliable energy source. \u003c/p\u003e\u003cp\u003eA plan to triple the US’ current net nuclear power generation capacity of about 97 gigawatts (GW) by 2050, including building 200 GW of new net capacity, was announced by the Biden administration on Nov. 12. Capacity gains will come from new power plants, upgrades to existing reactors, and reactivated retired reactors. Nuclear projects are a promising source of future cargo for the heavy-lift and multipurpose vessel (MPV) sector.\u003c/p\u003e\u003cp\u003eNuclear power generation enjoys broad bipartisan support, according to the Nuclear Energy Institute, and the first Trump administration supported nuclear power. However, whether the new Trump administration will continue its support is hard to call, as Trump has expressed both support of small modular reactors (SMRs) and skepticism about the sector more broadly, according to power industry publication Utility Dive. \u003c/p\u003e\u003cp\u003eWhile this ambiguity makes the immediate US outlook for the sector difficult to forecast, there is no doubt that new manufacturing, AI and high-performance computing data centers, which need reliable energy 24/7, have the potential to increase total power demand in the US by as much as 20% through 2034 alone, according to a September report from the Department of Energy’s (DOE’s) Office of Nuclear Energy.\u003c/p\u003e\u003cp\u003e“Nuclear is one of the few options that can reliably deliver [clean energy] at this scale,” the report said.\u003c/p\u003e\u003cp\u003eThe data centers necessary to power AI gobble up enormous amounts of electrical power, much of which is currently generated by coal and oil, according to Mason Lester, principal research analyst at S\u0026amp;P Global Commodity Insights. S\u0026amp;P Global is the parent company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e.\u003c/p\u003e\u003cp\u003eThe DOE is providing substantial funding for extending and restarting existing nuclear operations and supporting the development of advanced nuclear or SMRs. Both developments would boost project cargo logistics demand.\u003c/p\u003e\u003cp\u003eManaging transport related to refurbishing existing nuclear reactors is not unusual in project logistics, but it is likely to increase in importance as the emphasis shifts from retiring reactors to continuing or even restarting operations. The existing stock of reactors is aging, and many will need significant refurbishment during the 2030s if the goal is to extend their life to 80 years, Lester said.\u003c/p\u003e\u003ch3\u003eHeavy funding for SMR startups\u003c/h3\u003e\u003cp\u003eTechnology giant Microsoft plans to eventually buy power from what is now a retired unit of Constellation Energy’s nuclear facility at Three Mile Island in Pennsylvania. Bringing the facility back to life could cost as much as $1.6 billion, according to Politico subsidiary E\u0026amp;E News.\u003c/p\u003e\u003cp\u003eIn addition, government and private investors are pouring massive amounts of funding at SMR startups. Amazon, for example, is investing $500 million in several development projects, and the DOE has awarded advanced nuclear power developer TerraPower almost $2 billion for the Natrium SMR project. Bill Gates, a co-founder of TerraPower, has also invested some $1 billion in the company, according to reports from E\u0026amp;E News. \u003c/p\u003e\u003cp\u003eFour SMRs are currently in development at the Darlington site in Ontario, Canada, but will not be online until at least 2028, or “more likely 2030,” Lester said. These are test projects, with developers “tweaking as they go,” he explained.\u003c/p\u003e\u003cp\u003eThe eventual goal is to modularize SMRs, which require the same components as traditional nuclear reactors but on a smaller scale, Lester added.\u003c/p\u003e\u003cp\u003eWhether this flush of nuclear enthusiasm will hold depends on whether SMRs can be built quickly and efficiently, Lester said.\u003c/p\u003e\u003cp\u003e“There is a lot of money being thrown at nuclear design companies who have never built a reactor but have a design on paper,” he said. If pilot projects are successful, utilities and other power consumers will be deeply interested, “but it’s a matter of getting these first three or four going in North America.”\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003c/i\u003e\u003ca href=\"mailto:janet.nodar@spglobal.com\"\u003e\u003ci\u003ejanet.nodar@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The 1,114-megawatt (MW) Unit 4 nuclear power reactor at Plant Vogtle near Waynesboro, Georgia, began commercial operation after connecting to the power grid last March. Photo credit: Georgia Power Company.","__typename":"Metadata"},"ModDate":"1732114454963","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1732104000000","TitlePlainText":"Uncertain nuclear outlook in US clouds demand picture for MPV sector","Published":true,"Redirects":[{"Path":"/article/uncertain-nuclear-outlook-in-us-clouds-demand-picture-for-mpv-sector-5820767","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eMPV operators are hopeful the incoming Trump administration will build on Biden’s support for nuclear power generation, which would boost cargo volumes.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"MPV operators are hopeful the incoming Trump administration will build on Biden’s support for nuclear power generation, which would boost cargo volumes.","__typename":"Document"},{"Id":"5819921_JournalOfCommerce","Attachments":[{"FileName":"5819918_0.1.jpeg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSupport from the US government and an increased focus on national security are positioning the US-flag fleet for significant expansion and investment in the coming years, a panel of US-flag shipowners, operators, brokers and investors told attendees at the Marine Money conference in New Orleans last week.\u003c/p\u003e\u003cp\u003ePanelists cited plans for the bipartisan “Ships for America Act” — sponsored by US senators Mark Kelly (D-Ariz.) and Mike Waltz (R-Fla.) in a bid to boost US shipbuilding and expand the US-flag fleet — as a key growth opportunity. \u003c/p\u003e\u003cp\u003e“It’s getting a lot of support from Congress. We’re getting a ton of support from the miliary — stuff we haven’t seen in a very long time. It’s generational,” said Ryan Libhart Pereyda, principal and CEO of Patriot Maritime, a California-based federal contractor that owns and operates US flag ships, including large roll-on/roll-off (ro/ro) vessels and tankers.\u003c/p\u003e\u003cp\u003ePereyda pointed out that US President-elect Donald Trump nominated Waltz to be his national security adviser, while Trump tapped one of the bill’s other signatories, Sen. Marco Rubio (R-Fla.), for Secretary of State.\u003c/p\u003e\u003cp\u003eThe bill’s authors have stated that whereas the US had 10,000 US-flagged ships at the end of World War II, that number is now closer to about 80. Pereyda said the bill seeks to double the current number. \u003c/p\u003e\u003cp\u003e“Is that realistic? Probably not. But having that sort of political support over the next four years and with all the support we’ve seen from Congress in the last few years for the Tanker Security Program, we think it’s a good opportunity,” he said. \u003c/p\u003e\u003ch3\u003eIncentivized vessels at capacity\u003c/h3\u003e\u003cp\u003ePanelists said the need for military readiness has helped drive investor interest in building US flag ships through two federal programs — the Maritime Security Program (MSP) and Tanker Security Program (TSP). Both programs provide federal stipends to maintain US-flagged vessels that could be used to move military vehicles, equipment and fuel tankers.\u003c/p\u003e\u003cp\u003e“The big threat of not having enough US flag ships for national security purposes is a real concern. So hopefully in the next administration and the next Congress, they can increase funding for these programs to allow more ships to come in,” said Obaid Ahmad, president of Washington, DC-based ship brokerage firm Euro-American Shipping \u0026amp; Trade.\u003c/p\u003e\u003cp\u003eThe Maritime Security Program (MSP), which was created in 1996, maintains a 60-vessel fleet of military-capable US-flag commercial vessels of various types, including breakbulk, ro/ro, container and multipurpose vessels (MPVs). \u003c/p\u003e\u003cp\u003eHugh Eden II, managing director in the global maritime division of investment firm Jefferies LLC, said he sees significant investment potential in expanding the MSP’s sister program, which was established in 2021 to maintain a fleet of 10 US-registered commercial vessels capable of supplying fuel to the armed forces. As of 2023, both programs were fully enrolled with the maximum number of vessels. \u003c/p\u003e\u003cp\u003e“I think it represents a new lever for potential growth in putting to work either capital or ships on hold that they can put to work in the market,” Eden said.\u003c/p\u003e\u003cp\u003eWill Terrell, president of US-flag MPV operator US Ocean of Houston, said fortifying the fleet will also rely on stricter enforcement of US cargo preference laws, which require the use of US-flag vessels to move any cargo that is owned, obtained, supplied or paid for by the US government. \u003c/p\u003e\u003cp\u003e“At the end of the day, we’re all in the cargo business,” he said. “You can’t just crank up the number of ships and not do something on the cargo side as well.”\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Ryan Libhart Pereyda, left, of Patriot Maritime and Obaid Ahmad of Euro-American Shipping \u0026 Trade discuss opportunities for the US flag fleet at the Marine Money conference in New Orleans. Photo credit: Autumn Cafiero Giusti.","__typename":"Metadata"},"ModDate":"1731969135437","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1731967094000","TitlePlainText":"US flag vessel owners, investors tout wave of support for expanding fleet","Published":true,"Redirects":[{"Path":"/article/us-flag-vessel-owners-investors-tout-wave-of-support-for-expanding-fleet-5819921","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe Ships for America Act and national security spotlight seen as growth opportunities for US-flag commercial fleet.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The Ships for America Act and national security spotlight seen as growth opportunities for US-flag commercial fleet.","__typename":"Document"},{"Id":"5790106_JournalOfCommerce","Attachments":[{"FileName":"5790086_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eSteady breakbulk and project cargo demand and a lack of specialized multipurpose vessel (MPV) capacity are keeping MPV charter rates steady at levels well above those seen prior to the COVID-19 pandemic market, and vessel operators are optimistic this will continue through the next quarter, according to two closely watched industry indexes.\u003c/p\u003e\u003cp\u003eAccording to the latest Toepfer Multipurpose Index (TMI) forecast, average daily MPV charter rates will remain firm in November, slipping to $13,157 per day from $13,160 per day in October. At the same time, the One World Shipbrokers’ Market Sentiment Index (MSI) rose to a reading of 54.6 in October from 54.3 in August, signaling ongoing — and increasing — optimism from the MPV owners and operators surveyed for the index.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"12458372-727c-44f7-abb6-92d738a305d9\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003e“There is steady demand from various cargo segments, which is just enough to sustain the current rate levels and as long as there is no significant change in demand in any of these segments, the outlook remains unchanged,” shipbroker Toepfer Transport said in its Nov. 7 TMI report.\u003c/p\u003e\u003cp\u003eToepfer noted, however, that the impact of President-elect Donald Trump’s second term is still unclear. “[W]e are sure that we are in for some exciting weeks,” the report said.\u003c/p\u003e\u003cp\u003eBut with piecemeal demand coming from multiple cargo segments, rather than a single booming cargo stream, that stability is tenuous, Yorck Niclas Prehm, head of research with Hamburg-based Toepfer Transport, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e.\u003c/p\u003e\u003cp\u003e“We believe this situation will not change prior to Q2 of 2025, when more demand, especially from the energy sector will come in and decisions which have been postponed due to the US elections will be made.”\u003c/p\u003e\u003ch3\u003eAn east-west ‘bulkhead’\u003c/h3\u003e\u003cp\u003eMPV owners and operators polled for the latest MSI remained sanguine about the medium-term forecast, acknowledging that tight vessel availability is keeping freight rates steady. \u003c/p\u003e\u003cp\u003eJustin Archard, a sale and purchase shipbroker at Netherlands-based Friday \u0026amp; Co. and developer of the MSI in his previous position at One World, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that the lack of MPVs transiting through the Suez Canal is a “market shifter.”\u003c/p\u003e\u003cp\u003e”It seems right now that there is a sort of line straight down the middle from Greenwich, London, all the way down through to Cape Town, South Africa, and that’s forming a kind of bulkhead between East and West,” Archard said.\u003c/p\u003e\u003cp\u003eAsia has been connected to Europe by the Suez Canal since 1869, bar two closures for eight years in 1967–75 and for five months in 1956–57. Trade between the two continents was mature, well-defined and taken for granted until the Houthis began attacking ships in the Red Sea in November 2023. Suez Canal vessel transits that began plummeting in December 2023 averaged just 33 per day in mid-October, down 55% from the previous year, according to United Nations Trade and Development (UNCTAD).\u003c/p\u003e\u003cp\u003e“And now, we’re starting to see the lagging effects of the Suez Canal problem and that bulkhead [increasing] between East and West,” Archard said.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"996ede0f-a2bb-4947-8fa5-b7e91bd57171\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eUnderscoring this regional dichotomy, carriers report to the MSI that Asia remains strong with vessels leaving full, while a patchier European market is creating a de facto “captive” fleet west of the Suez Canal because carriers are struggling to find sufficient backhaul cargoes to get them back to Asia. This is leading to capacity imbalances in the MPV market, Archard said.\u003c/p\u003e\u003cp\u003eCarriers “leave Asia and they just don’t come back quickly enough,” he said. “Now, add that to all the other issues we’ve been having: delays [to projects] because of inflation, because of interest rates, because of the US election. We are always caught in the crosshairs of extraneous events.” \u003c/p\u003e\u003cp\u003eAs a result, the MPV market struggles to be “the master of its own destiny,” Archard said, adding that those dynamics make it difficult for MPV operators to plan for the coming months.\u003c/p\u003e\u003cp\u003e“There isn’t a clear pathway forward,” he said. “Everybody seems to be being buffeted by the winds of geopolitical events.”\u003c/p\u003e\u003cp\u003eToepfer’s TMI is based on expected average rates for six- to 12-month time charters for 12,500 deadweight ton (dwt) “F-Type” vessels with safe working loads of 240-360 metric tons, as reported to Toepfer by owners and operators. Toepfer addresses the short sea market, as well as other markets, in separate reports.\u003c/p\u003e\u003cp\u003eThe MSI averages the responses from an anonymous group of 20 to 30 MPV owners and operators to a set of breakbulk shipping-related questions. A reading of 50 is neutral, indicating a static market. Scores below 50 show pessimism or wariness, while a score above 50 indicates optimism.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Carly Fields at \u003c/i\u003e\u003ca href=\"mailto:carly.fields@spglobal.com\"\u003e\u003ci\u003ecarly.fields@spglobal.com.\u003c/i\u003e\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Steady cargo demand is supporting MPV freight rate stability. Photo credit: Swire Projects","__typename":"Metadata"},"ModDate":"1731102974220","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Carly Fields, Associate Editor, Breakbulk and Project Cargo","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1731100575000","TitlePlainText":"MPV stability underscored by steady cargo demand","Published":true,"Redirects":[{"Path":"/article/mpv-stability-underscored-by-steady-cargo-demand-5790106","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eMinimal movements in industry indexes underline a constant demand for MPVs with capacity artificially reduced by Red Sea diversions.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Minimal movements in industry indexes underline a constant demand for MPVs with capacity artificially reduced by Red Sea diversions.","__typename":"Document"}],"secondSection":[{"Id":"5790104_JournalOfCommerce","Attachments":[{"FileName":"5790085_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eIf President-elect Donald Trump delivers his agenda as promised, the breakbulk and project cargo sector could experience dramatic shifts related to offshore energy — from a push to ramp up oil and gas production to an all-out halt to offshore wind development — along with uncertainties surrounding import tariffs and shipbuilding efforts. \u003c/p\u003e\u003cp\u003eBut those working within the sector are tempering expectations for what a second Trump term might mean.\u003c/p\u003e\u003cp\u003eAt the Port of Beaumont in Texas, LNG plant construction on the US Gulf Coast has kept breakbulk and project cargo near capacity, and that’s likely to remain the same under Trump, Ernest Bezdek, senior director of trade development for the Port of Beaumont, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e.\u003c/p\u003e\u003cp\u003e“We do not believe the change in administration will affect our business, as we have been busy now for several years,” Bezdek said.\u003c/p\u003e\u003cp\u003eBezdek said there could be opportunities for increased volumes of crude oil moving through terminals and refineries in and around Beaumont, along with more construction of new heavy industry in southeast Texas. \u003c/p\u003e\u003cp\u003e“If the new administration makes positive changes with regards to the oil industry, then that is always good for Texas ports, and we will benefit,” Bezdek said.\u003c/p\u003e\u003cp\u003eTrump’s pledge to tighten rules on goods imported from all countries presents a potential challenge for cargo moving across US docks, Bezdek said. “But those effects may not be felt for years. And we have experienced that when that happens, other opportunities arise,” he said.\u003c/p\u003e\u003cp\u003eBezdek also cited the federal Port Infrastructure Development Program for providing grant money to US ports to fund infrastructure improvement projects. “We are hopeful the new administration will see value in programs such as this,” he said.\u003c/p\u003e\u003cp\u003eCharlie Papavizas, head of the maritime practice in the Washington, DC, office of Winston \u0026amp; Strawn, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that a new administration could mean uncertainty for efforts to advance US shipbuilding. He cited the bipartisan “Ships for America Act,” sponsored by Sens. Mark Kelly (D-Ariz.) and Mike Waltz (R-Fla.), that aims to rebuild and expand the US-flag fleet engaged in foreign commerce.\u003c/p\u003e\u003cp\u003e“Will the Trump administration look kindly on this effort? That’s a big question, but it’s a question that would have faced anyone who’s the president because our industry, our shipyards, our maritime academies have atrophied to the point that some attention needs to be paid to this as a national security imperative,” Papavizas said.\u003c/p\u003e\u003ch3\u003eOffshore wind in crosshairs\u003c/h3\u003e\u003cp\u003eOne looming question for the sector is the future of the fledgling US offshore wind industry, a key source of breakbulk and project cargo. In May, Trump pledged to write an executive order to end offshore wind projects “on day one” of his return to the White House.\u003c/p\u003e\u003cp\u003e“It’s hard to imagine that it’s a positive,” Papavizas said. “And, therefore, we have to wait and see how much of a negative it will be.”\u003c/p\u003e\u003cp\u003eJeremy Slayton, a spokesman for Dominion Energy, noted that the developer’s Coastal Virginia Offshore Wind project has “overwhelmingly” won bipartisan backing under multiple past state and federal administrations. The project, which is nearly halfway complete, is fully permitted at the federal level and is within budget and on schedule for completion in 2026, he said.\u003c/p\u003e\u003cp\u003e“President Trump, Gov. Youngkin and leaders from both parties agree on the importance of American energy dominance, maintaining our technological superiority and creating good-paying jobs for Americans,” Slayton told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “We’re confident Virginia’s clean energy transition will continue with bipartisan support for many years to come.”\u003c/p\u003e\u003cp\u003eFollowing his election to a second term, US offshore wind groups pledged to work with Trump while highlighting the industry’s progress and voicing hope for continued development.\u003c/p\u003e\u003cp\u003e“With President Trump in office, we have the opportunity to harness even more investment and measurable economic benefits for communities across the country,” Oceantic Network President and CEO Liz Burdock said in a Nov. 6 statement.\u003c/p\u003e\u003cp\u003eJason Grumet, CEO of the American Clean Power Association (ACP), noted that offshore wind installations grew by double-digit percentages in each year of Trump’s first administration.\u003c/p\u003e\u003cp\u003e“ACP looks forward to working with the Trump-Vance administration to unleash American-made energy, deliver reliable power to the grid, grow the economy and enhance our national security,” Grumet said in a statement Nov. 6.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"LNG plant project cargo is discharged at the Port of Beaumont, where construction of LNG facilities has kept breakbulk and project cargo activity high in recent years. Photo credit: Port of Beaumont.","__typename":"Metadata"},"ModDate":"1731101835510","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1731099974000","TitlePlainText":"Second Trump term fears blow through breakbulk sector","Published":true,"Redirects":[{"Path":"/article/second-trump-term-fears-blow-through-breakbulk-sector-5790104","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA second Trump term could benefit US oil projects, but offshore wind is under threat as an early casualty of the new administration.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A second Trump term could benefit US oil projects, but offshore wind is under threat as an early casualty of the new administration.","__typename":"Document"},{"Id":"5786451_JournalOfCommerce","Attachments":[{"FileName":"5786427_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eReports of the demise of fossil fuels — and, by extension, the oil and gas project cargo market — may have been exaggerated, or at the very least, a bit premature. \u003c/p\u003e\u003cp\u003eFlouting predictions of a slowdown in exploration and production as the world transitions to more environmentally friendly energy sources, oil and gas projects are continuing alongside renewable energy generation, fueling strong cargo demand, according to engineering, procurement and construction firms (EPCs), forwarders, and ocean carriers. \u003c/p\u003e\u003cp\u003e“We have seen quite a bit of activity this year from both traditional offshore oil and gas and renewable projects,” Peter Hansen, president of Cosco Shipping Heavy Transport, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “We have signed many forward contracts of both types this year.” \u003c/p\u003e\u003cp\u003eDuring the Breakbulk Americas conference in Houston in October, oil and gas-focused cargo owner, forwarder and carrier executives described the environment as “robust” but “challenging,” even “chaotic.” \u003c/p\u003e\u003cp\u003eWhile projects are picking up for all sectors, the trend favors relatively small projects, upgrades and expansions, one project forwarder who asked not to be identified said during the event. He singled out the US oil and gas market as “definitely moving,” while South America is a busy area for both oil and gas and power generation. \u003c/p\u003e\u003cp\u003eHe said shippers and carriers are now actively engaging with forwarders, whereas before they were making loose inquiries, another sign that planned projects are starting to move from the drawing board to the real world. \u003c/p\u003e\u003cp\u003e“We are having more ‘real’ conversations — more tangible discussions — and engagement with carriers, although they are still conservative about commitment,” the forwarder told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eGlobal capital spending on oil and gas generation — a major source of heavy and oversized project cargo — is expected to increase 20% year over year in 2024 and a further 13% in 2025, according to S\u0026amp;P Global Commodity Insights. S\u0026amp;P Global is the parent company of the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003ch3\u003eA lengthy transition \u003c/h3\u003e\u003cp\u003eWith renewable energy generation still merely augmenting, rather than replacing, traditional sources, oil demand is likely to stay on an upward trajectory in the medium term, according to Norwegian consultant Rystad Energy. \u003c/p\u003e\u003cp\u003e“The probability of a fast transition away from oil decreases unless we witness breakthroughs in those low-carbon energy carriers that can technically and economically substitute oil,” Claudio Galimberti, global market analysis director at Rystad Energy, said in an Aug. 13 commentary. \u003c/p\u003e\u003cp\u003eRystad forecasts $100 billion worth of offshore gas projects will be approved in Southeast Asia alone, mostly in Indonesia and Malaysia, between 2024 and 2028. \u003c/p\u003e\u003cp\u003eBut that comes as exploration budgets for new oil and gas resources have flatlined at about $15 billion a year since 2020 with no real change likely until at least 2027, according to data from consultant Wood Mackenzie. \u003c/p\u003e\u003cp\u003eIn an October project tracker report, Wood Mackenzie pointed to a raft of reasons for the plateau in exploration spending, including higher supply chain costs and tighter financing as major banks shift their focus to renewable energy from oil and gas. \u003c/p\u003e\u003cp\u003e“The decline in the number of projects being approved and no expansion in exploration activities will impact MPV and module carrier operators,” an energy analyst who asked not to be identified told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “The good news is continued investment in on- and offshore wind, liquefied natural gas and new energy resources such as ammonia and hydrogen should offset the decline in oil and gas cargo related volumes.” \u003c/p\u003e\u003cp\u003eGlobal investment in renewable power generation — a broad category that includes wind, solar, nuclear, geothermal, hydro and biomass — is expected to grow 14% this year, 9% in 2025 and 5% in 2026, according to S\u0026amp;P Global Commodity Insights. \u003c/p\u003e\u003cp\u003eMultipurpose and heavy-lift (MPV/HL) carriers including United Heavy Lift and G2 Ocean have reported a steady increase in wind energy-related cargoes, which they say now account for approximately 50% of their volumes, and Americas-based MPV/HL executives told the \u003ci\u003eJournal of Commerce\u003c/i\u003e they’ve seen pick up across a range of project types, including LNG, hydro and nuclear. \u003c/p\u003e\u003cp\u003eSeveral EPCs also noted that cargo is moving or anticipated for domestic projects related to microchip manufacturing and other technologies. \u003c/p\u003e\u003cp\u003e“There are more sectors — data storage, semi-conductors — it’s all new stuff,” said a project forwarder who asked not to be identified. \u003c/p\u003e\u003ch3\u003eApprovals slowing \u003c/h3\u003e\u003cp\u003eThe number of oil and gas projects receiving a positive final investment decision (FID), a prerequisite to cargo movement, has also been dwindling. \u003c/p\u003e\u003cp\u003eNearly 20 schemes worth about $100 billion are expected to get the FID green light by the end of 2024, according to Wood Mackenzie, a sharp decrease from a March report in which it estimated 30 upstream projects valued at $125 billion would move forward this year. A similar dynamic played out in 2023, when 23 schemes worth about $130 billion received FID approval, against an earlier estimate of 30 projects valued at $185 billion. \u003c/p\u003e\u003cp\u003e“There’s been a steady decline in both the total number and overall value of offshore hydrocarbon projects getting FID approval over the last few years, with final investment decisions postponed to subsequent years,” the energy analyst said. “There’s an undoubted need for the development of new oil and gas resources. But the current energy transition to cleaner fuels like wind and solar is making it more difficult for oil majors and national oil companies to assess when those resources will be needed, which in turn is affecting their financial viability.” \u003c/p\u003e\u003cp\u003eGlobal oil demand is predicted to peak at about 102 million barrels per day by 2030, after which demand will ease, according to the International Energy Agency (IEA). Low-emissions sources are expected to generate more than half of the world’s electricity before 2030, according to the IEA’s World Energy Outlook 2024 report published Oct. 16. \u003c/p\u003e\u003cp\u003eMaritime classification society DNV predicted global oil demand could peak in 2026 in its 2024 Energy Transition Outlook report, also published in mid-October. Oil major BP, in its July energy forecast, said oil demand could fall to under 80 million barrels per day by 2050 from 101.7 million barrels per day in 2023 amid the shift to cleaner fuels. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Global oil and gas spending is expected to increase 20% in 2024 and 13% in 2025. Photo credit: Cosco Shipping.","__typename":"Metadata"},"ModDate":"1730820195927","Taxonomy":{"MainCategory":[{"Id":"4","Name":"Supply chain","Redirects":[{"Path":"/supply-chain","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1730817738000","TitlePlainText":"Stream of oil and gas business keeps project sector humming","Published":true,"Redirects":[{"Path":"/article/stream-of-oil-and-gas-business-keeps-project-sector-humming-5786451","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA slower-than-expected transition to renewable energy sources is augmenting — rather than replacing — investment in traditional oil and gas, boosting project cargo demand.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A slower-than-expected transition to renewable energy sources is augmenting — rather than replacing — investment in traditional oil and gas, boosting project cargo demand.","__typename":"Document"},{"Id":"5785045_JournalOfCommerce","Attachments":[{"FileName":"5785039_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eEconomic uncertainties including geopolitical tensions and lower commodity prices are creating headwinds for global industrial gas suppliers while they look to North American project investment for a boost as they approach the end of the fiscal year.\u003c/p\u003e\u003cp\u003eSuppliers Linde and Air Liquide cited the challenges in their third-quarter earnings reports. Both companies provide key cargo for the breakbulk and project cargo segments as they supply shipments including large equipment, gas storage tanks and other industrial items.\u003c/p\u003e\u003cp\u003eBased on the turbulent market conditions, global industrial gas supplier Linde scaled back its full-year earnings forecast, while the North American market proved to be a bright spot for the company’s third-quarter results.\u003c/p\u003e\u003cp\u003e“As anticipated, weak economic trends persisted through the third quarter, most notably in the industrial end-markets,” Linde CEO Sanjiv Lamba said in remarks on Oct. 31. \u003c/p\u003e\u003cp\u003eLamba referenced 1% to 2% declines in sales from the previous quarter in industrial segments including manufacturing, metals, and chemicals and energy. \u003c/p\u003e\u003cp\u003e“However, we did experience some positive growth over the prior year, including in North America, which had almost 40% of global sales,” he said. Overall, third-quarter sales grew 2% to $8.4 billion.\u003c/p\u003e\u003cp\u003eLinde’s third-quarter project backlog reached $10.1 billion, up 25% from a year ago, after the company signed the largest sale-of-gas project in its history — Dow Chemical’s Fort Saskatchewan Path2Zero expansion project in Alberta, Canada. Linde is investing over $2 billion to provide industrial gas services for the project, a clean hydrogen production facility that would replace natural gas with blue hydrogen to achieve net-zero carbon emissions. The project is due to come online in 2028.\u003c/p\u003e\u003cp\u003eLamba said North American project activity continues to progress, but the trend contrasts with sluggish activity in most of Europe, the Middle East and Africa, as well as parts of Asia-Pacific, primarily China.\u003c/p\u003e\u003cp\u003e“The combination of geopolitical tension and economic uncertainty has suppressed large ticket purchases, which tend to correlate with industrial markets, such as steel, glass, and chemicals,” he said. “Currently, we don’t see any meaningful catalyst to reverse this trend for the remainder of this year.” \u003c/p\u003e\u003ch3\u003eAir Liquide bets on US pipeline\u003c/h3\u003e\u003cp\u003eInvestments in energy transition projects helped offset declining commodity prices that hindered third-quarter performance for French industrial gas supplier Air Liquide. \u003c/p\u003e\u003cp\u003eIn his third-quarter earnings remarks, CEO François Jackow said that despite a “difficult market environment,” the company focused on growth opportunities in areas such as energy transition projects, which accounted for 40% of Air Liquide’s portfolio. The company reported an investment backlog of $4.9 billion and a record $1.5 billion in new investments for the third quarter. \u003c/p\u003e\u003cp\u003e“This is a solid indicator of future growth when the projects currently under construction will start,” Jackow said during the company’s Oct. 23 earnings call.\u003c/p\u003e\u003cp\u003eAir Liquide last month announced a $150 million investment in a project to extend its production capacity and its Tennessee pipeline network. The project is part of a long-term contract to supply oxygen for a Clarksville, Tenn., electric vehicle battery plant owned by South Korean chemical producer LG Chem. \u003c/p\u003e\u003cp\u003eYear-over-year quarterly earnings slipped 0.7% to $7.3 billion, reflecting lower energy prices. For the company’s gas and services segment, which accounts for 95% of Air Liquide’s overall business, revenues fell 0.6% year over year to $7 billion for the quarter.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Linde is investing over $2 billion to provide industrial gas services for Dow Chemical’s Fort Saskatchewan Path2Zero expansion project in Alberta, Canada. Photo credit: Dow Chemical.","__typename":"Metadata"},"ModDate":"1730746395117","Taxonomy":{"MainCategory":[{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1730741896000","TitlePlainText":"North American projects provide lifeline for industrial gas suppliers","Published":true,"Redirects":[{"Path":"/article/north-american-projects-provide-lifeline-for-industrial-gas-suppliers-5785045","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWeak economic trends have kept the pressure on industrial end-markets serviced by Linde and Air Liquide, which provide key cargo for the breakbulk and project cargo segments.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Weak economic trends have kept the pressure on industrial end-markets serviced by Linde and Air Liquide, which provide key cargo for the breakbulk and project cargo segments.","__typename":"Document"},{"Id":"5783980_JournalOfCommerce","Attachments":[{"FileName":"5783965_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eRoll-on/roll-off (ro/ro) vessel operators are expecting a rebound in “high-and-heavy” cargo volumes next year on stronger exports from China and rising global demand in the construction and mining industries, shipping executives say.\u003c/p\u003e\u003cp\u003eModerating interest rates, a $1.6 trillion stimulus package in China and a new US administration will support growth in high-and-heavy volumes, ro/ro operator Wallenius Wilhelmsen said this week.\u003c/p\u003e\u003cp\u003eSpeaking during a third-quarter results briefing, Wallenius CEO Lasse Kristoffersen said discussions with its high-and-heavy customers underscored confidence that volumes will grow in 2025 and 2026.\u003c/p\u003e\u003cp\u003eKristoffersen said Oslo, Norway-listed Wilhelmsen would release a separate statement about its 2025 ro/ro outlook in mid-December.\u003c/p\u003e\u003cp\u003eThe carrier on Oct. 28 announced a $766 million five-year high-and-heavy shipping and logistics agreement with “a leading agriculture, forestry and roadbuilding equipment manufacturer” that will start on Dec. 1. The carrier said the agreement was with an existing high-and-heavy customer it did not identify who had agreed to pay for the phase-in of green and renewable fuels.\u003c/p\u003e\u003cp\u003eHöegh Autoliners echoed Wilhelmsen’s views predicting strong construction growth in 2025 in the Middle East and Asia-Pacific markets and a rebound in shipments of construction equipment from Asia, driven by Chinese manufacturers.\u003c/p\u003e\u003cp\u003e“We believe we are back on a growth track … with stable volumes out of Japan and South Korea and strong growth out of China,” Höegh Autoliners CEO Andreas Enger said during an Oct. 24 results briefing.\u003c/p\u003e\u003cp\u003eHöegh Autoliners said the US construction market had already seen robust growth under the Biden administration, mainly due to the inflow of funding toward manufacturing and mega projects under the US Infrastructure Investment and Jobs Act and Inflation Reduction Act. This is expected to keep infrastructure construction growth above average through 2026, Höegh Autoliners said.\u003c/p\u003e\u003cp\u003eGlobal high-and-heavy sales are set to grow to $230 billion next year and $240 billion in 2026 after falling to $219 billion this year, according to the October edition of the S\u0026amp;P Mobility Global Trade Atlas. S\u0026amp;P Global is the parent company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e.\u003c/p\u003e\u003ch3\u003eAuto demand offsets high-and-heavy slide \u003c/h3\u003e\u003cp\u003eWallenius Wilhelmsen and Höegh Autoliners have both experienced a languid high-and-heavy market this year with lower shipment volumes of equipment, including agricultural machines and excavators. High-and-heavy volumes as a percentage of total cargo volumes have also slipped, although that has been offset by increased volumes of cars and other light vehicles, mainly from Asia. \u003c/p\u003e\u003cp\u003eHighlighting the downturn, Wilhelmsen’s Kristoffersen said its high-and-heavy volumes dropped 28% in the third quarter year over year, to 3.3 million cubic meters. Kristoffersen added that third-quarter volumes were also the lowest since the second quarter of 2020.\u003c/p\u003e\u003cp\u003e“It’s not a worry for us because we’re filling vessels with well-paying cars,” he said.\u003c/p\u003e\u003cp\u003eKristoffersen added that high-and-heavy shipments had been replaced by an increase in breakbulk cargo volumes in the third quarter due to tight capacity and elevated freight rates in the container sector.\u003c/p\u003e\u003cp\u003eHigh-and-heavy shipments accounted for 23% of Wilhelmsen’s cargo mix in the third quarter, down from 25% in the second quarter and 27% in the third quarter of 2023. \u003c/p\u003e\u003cp\u003eHöegh Autoliners’ share of high-and-heavy and breakbulk cargoes dropped to 25% of its total volumes in the third quarter, from 26% in the same period last year.\u003c/p\u003e\u003cp\u003eWilhelmsen’s logistics division has benefited from sluggish high-and-heavy equipment sales. Kristoffersen said this had increased inventory levels, leading to longer dwell times and higher storage revenues at its terminals and processing centers.\u003c/p\u003e\u003cp\u003eBoth carriers forecast strong growth in vehicle exports, especially out of Asia, despite the imposition by the European Union on Wednesday of tariffs of up to 45.3% on Chinese made electric vehicles (EVs). The EU accounts for about 30% of China’s EV exports with more than 60% exported to Asia, South America and Africa, according to Chinese customs figures.\u003c/p\u003e\u003cp\u003eEven with the expected downturn in EV exports to Europe from China, Wilhelmsen and Höegh Autoliners are forecasting growth of between 2% and 4% for deep-sea vehicle shipments, to about 14 million to 16 million units next year. By comparison, shortsea vehicle volumes are set to grow nearly 2% per year until 2026, according to S\u0026amp;P Global forecasts.\u003c/p\u003e\u003cp\u003eMeanwhile, optimism about future growth coupled with a continuing push to decarbonize led United European Car Carriers (UECC), jointly owned by Japan’s NYK and Sweden’s Wallenius Lines, to confirm a contract Wednesday for up to four multi-fuel battery hybrid pure car and truck carriers (PCTCs). The deal for the 4,500-car equivalent-unit vessels, to be built by China Merchants Jinling Shipyard in Nanjing, comprises a firm order for two ships scheduled for delivery in 2028, plus options for two more vessels.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":false,"FeatureImageCopyright":"Wallenius Wilhelmsen is confident that high-and-heavy volumes will grow in 2025 and 2026. Photo credit: Wallenius Wilhelmsen.","__typename":"Metadata"},"ModDate":"1730485401400","Taxonomy":{"MainCategory":[{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1730479574000","TitlePlainText":"Ro/ro operators bank on recovery in ‘high-and-heavy’ market","Published":true,"Redirects":[{"Path":"/article/roro-operators-bank-on-recovery-in-high-and-heavy-market-5783980","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAsian exports and growth in construction and mining demand are expected to prop up ro/ro volumes, two major vessel operators say.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Asian exports and growth in construction and mining demand are expected to prop up ro/ro volumes, two major vessel operators say.","__typename":"Document"},{"Id":"5780771_JournalOfCommerce","Attachments":[{"FileName":"5780762_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eProgress on a gigantic wind farm off the US mid-Atlantic coast is picking up speed, and it’s driving a surge of project cargo to the Port of Virginia. \u003c/p\u003e\u003cp\u003eIn the first nine months of 2024, breakbulk cargo volumes through the port shot up 372% year over year to 360,976 tons, according to the Virginia Port Authority (VPA). The cargo windfall is largely coming from the 2.6-gigawatt Coastal Virginia Offshore Wind project, which Virginia utility Dominion Energy is developing in the mid-Atlantic, about 27 miles off the coast of Virginia Beach, VPA spokesman Joe Harris told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eThe first cargo shipment for the project arrived at the port in October 2023. Since May, Dominion has installed 78 of the 176 total monopile foundations planned for the site, with the remaining installations on track for completion by late 2026, Dominion spokesman Jeremy Slayton told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eTo ensure the port can handle the weight and size of the offshore wind project’s massive components, over $220 million in upgrades are underway at the 287-acre Portsmouth Marine Terminal, the staging site for the offshore wind project’s components and one of VPA’s two multipurpose terminals in Norfolk Harbor. \u003c/p\u003e\u003cp\u003eHarris said the improvements — which include reconstructing the berth, reinforcing the cargo yard’s pavement, and reworking the vessel mooring configuration — are 85% complete and scheduled to be fully complete in January 2025. \u003c/p\u003e\u003cp\u003e“We’re still pouring concrete and doing some heavy work, but we are nearing the end,” he said. \u003c/p\u003e\u003cp\u003eIn the meantime, Dominion is readying to take delivery of the \u003ci\u003eCharybdis\u003c/i\u003e, the first US-flag compliant wind turbine installation vessel. The 472-foot vessel, which has been under construction in Brownsville, Texas, since 2020, should be ready for deployment by early 2025, Slayton said. \u003c/p\u003e\u003cp\u003eThe $715 million \u003ci\u003eCharybdis\u003c/i\u003e will ferry wind components from the port to the installation site in compliance with the Jones Act, the federal law requiring that goods shipped between domestic ports are transported on ships that are US-built, owned and operated. \u003c/p\u003e\u003cp\u003e“We knew early on that a Jones Act vessel was going to be key to not only our project, but also to offshore wind development in the US,” Slayton said. \u003c/p\u003e\u003cp\u003eComponents including monopile foundations and pin piles are being directly loaded onto the heavy-lift vessel \u003ci\u003eOrion\u003c/i\u003e, owned by Belgium’s DEME Group, at Portsmouth Marine Terminal. From there, Jones Act vessels including tugs and barges will be used to install transition pieces, and then the \u003ci\u003eCharybdis\u003c/i\u003e will install wind turbine components once the vessel is ready to go into service. \u003c/p\u003e\u003cp\u003eMonopile installations will be paused from Nov. 1 to April 30 to allow for whale migration past the project area. \u003c/p\u003e\u003cp\u003eThe breakbulk boom in Virginia comes as project development in the US has decelerated “due largely to uncertainty around the presidential election,” according to industry group Oceantic Networks’ third quarter 2024 market report. However, states have revamped their project portfolios \u003ca href=\"https://www.joc.com/article/transportation-industry-welcomes-project-cargo-reality-check-5703049\"\u003eafter several cancellations and delays in 2023 and early 2024\u003c/a\u003e, federal permitting is being simplified, and funding from the Inflation Reduction Act is now being released, setting up the industry for growth, the report said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The heavy-lift vessel Orion moving transition pieces for the Coastal Virginia Offshore Wind project. Photo credit: Port of Virginia.","__typename":"Metadata"},"ModDate":"1730211495510","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1730150474000","TitlePlainText":"Offshore project delivers Virginia cargo windfall","Published":true,"Redirects":[{"Path":"/article/offshore-project-delivers-virginia-cargo-windfall-5780771","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe Port of Virginia is enjoying a 372% surge in breakbulk cargo volumes thanks largely to handling cargo shipments supporting a 2.6-gigawatt offshore wind project. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The Port of Virginia is enjoying a 372% surge in breakbulk cargo volumes thanks largely to handling cargo shipments supporting a 2.6-gigawatt offshore wind project.","__typename":"Document"},{"Id":"5778680_JournalOfCommerce","Attachments":[{"FileName":"5778666_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eWith lower oil prices chipping away at their latest quarterly performance, two oilfield services giants are looking to natural gas and deepwater projects to boost long-term growth.\u003c/p\u003e\u003cp\u003eBaker Hughes and SLB, both based in Houston, each posted revenue gains in their third-quarter earnings results in October. But alongside those returns, Baker reported a double-digit year-over-year decline in overall equipment and technology orders for the period, while SLB’s revenue results were dampened by lower commodity prices.\u003c/p\u003e\u003cp\u003eBoth companies provide services and equipment for the oil and gas industry and are key drivers of industrial project cargo.\u003c/p\u003e\u003cp\u003e“Oil markets have recently been impacted by both supply and demand factors, including slowing global economic growth, resilient North American production, weakening OPEC+ [production quota] compliance, and geopolitical uncertainty in the Middle East,” Baker Hughes CEO Lorenzo Simonelli said during the company’s Oct. 23 earnings call.\u003c/p\u003e\u003cp\u003e“Even with the uncertain oil macro backdrop, our global upstream spending outlook for this year remains unchanged,” Simonelli said.\u003c/p\u003e\u003cp\u003eThe price of benchmark West Texas Intermediate (WTI) crude oil has slid about 15% over the past six months, trading near $72 per barrel as of Friday. \u003c/p\u003e\u003ch3\u003eBaker Hughes bullish on gas\u003c/h3\u003e\u003cp\u003eIn choosing which energy sources are best suited to meet global energy demand, which is on pace to grow 10% by 2040, Simonelli touted an “all-of-the-above strategy” — but with natural gas coming out ahead as the “clear winner.”\u003c/p\u003e\u003cp\u003e“It is abundant, low-cost, and has lower emissions,” he said. “This is the age of gas.”\u003c/p\u003e\u003cp\u003eWhile renewable energy is positioned for “significant” growth, Simonelli said natural gas demand is on track to grow by nearly 20%, with global liquefied natural gas (LNG) demand set to increase by 75% by 2040.\u003c/p\u003e\u003cp\u003eFor the third quarter, Baker Hughes’ orders fell 22% to $6.7 billion year over year, with declines in both of the company’s business segments — oilfield services and equipment, and industrial and energy technology (IET).\u003c/p\u003e\u003cp\u003eHowever, Simonelli cited “strong demand” for gas infrastructure projects, with this year’s large awards including Master Gas System Three (MGS3) in Saudi Arabia, Hassi R’Mel in Algeria and the Margham gas storage facility in Dubai.\u003c/p\u003e\u003cp\u003e“We are experiencing a significant increase in gas infrastructure equipment orders and anticipate this trend will continue as many developing economies look to increase the use of natural gas within power generation and industrial applications,” Simonelli said, adding that this year’s non-LNG gas technology equipment orders are expected to double from levels booked in 2023. \u003c/p\u003e\u003ch3\u003eSLB offshore projects offset slump\u003c/h3\u003e\u003cp\u003eSLB, formerly Schlumberger Ltd., is counting on long-term projects in international, deepwater and gas markets to prop up future growth amid falling commodity prices that caused customers to rein in spending on short-cycle projects. \u003c/p\u003e\u003cp\u003eSLB posted $9.2 billion in quarterly revenues, a 10% year-over-year increase, according to the company’s third-quarter earnings, posted Oct. 18. Those results were boosted by long-term deepwater and gas projects, CEO Olivier Le Peuch said.\u003c/p\u003e\u003cp\u003e“This performance was achieved despite an environment where short-cycle activity growth softened, and some international producers exercised cautious spending triggered by lower oil prices and ample global supply, while land activity in the US remained subdued,” he said.\u003c/p\u003e\u003cp\u003eDespite the tepid spending, “most projects are progressing as planned,” Le Peuch added.\u003c/p\u003e\u003cp\u003eAmong recent project awards, SLB OneSubsea — a joint venture SLB formed in 2023 with Norwegian engineering firm Aker Solutions and UK offshore engineering and services provider Subsea7 — won multiple deepwater project contracts from Brazilian oil and gas producer Petrobras, including an Oct. 10 award to develop the Roncador offshore field in Brazil and an Aug. 2 award for two ultra-deepwater projects in Brazil’s Santos Basin. \u003c/p\u003e\u003cp\u003eIn the United Arab Emirates, SLB is part of a joint venture with UAE-based ADNOC Drilling Company and Patterson-UTI International Holdings that is working to complete the initial 144 wells for a $1.7 billion UAE drilling program by the end of 2025.\u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Special Correspondent\u003c/i\u003e \u003ci\u003eAutumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Baker Hughes reported high demand for gas infrastructure projects this year; the company supplies equipment such as its LM9000 aeroderivative gas turbine (pictured) for LNG projects. Photo credit: Baker Hughes.","__typename":"Metadata"},"ModDate":"1730123917207","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1730127600000","TitlePlainText":"Oilfield services titans shift focus to gas, deepwater developments","Published":true,"Redirects":[{"Path":"/article/oilfield-services-titans-shift-focus-to-gas-deepwater-developments-5778680","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe decline in oil prices has prompted diversification of projects for Baker Hughes and SLB.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The decline in oil prices has prompted diversification of projects for Baker Hughes and SLB.","__typename":"Document"},{"Id":"5773621_JournalOfCommerce","Attachments":[{"FileName":"5773612_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eBeth Ann Branch, former chief commercial officer of the Port of Mobile, has been named president and CEO of the Port of New Orleans (Port NOLA) and CEO of the New Orleans Public Belt Railroad, effective Dec. 1. The announcement was made Thursday by the Board of Commissioners of the Port of New Orleans. \u003c/p\u003e\u003cp\u003eBranch will take over from the port’s Executive Vice President and CFO Ronald Wendel, who has served as acting CEO of the port and the public belt railroad since May when former CEO Brandy Christian left New Orleans to become CEO of Jacksonville-based short line railroad Patriot Rail. \u003c/p\u003e\u003cp\u003eLouisiana Gov. Jeff Landry said in a statement Branch’s “deep understanding of the commercial landscape and her track record of fostering rapid economic growth will ensure that our state remains a critical player in the global supply chain.” \u003c/p\u003e\u003cp\u003eBranch is taking the reins as New Orleans develops the $1.8 billion Louisiana International Terminal (LIT), which will allow the port to service ultra-large container ships because it will be located downriver of air-draft limits created by the Crescent City Connection bridge over the Mississippi. According to the project’s website, LIT’s first berth is expected to open in 2028. \u003c/p\u003e\u003cp\u003eBranch served as chief commercial officer for the Alabama State Port Authority (ASPA) in Mobile since 2021, joining the ASPA shortly after John Driscoll took over as CEO there. Driscoll and Branch both came to Mobile from the Port of Oakland. \u003c/p\u003e\u003cp\u003ePrior to her time in Oakland, Branch worked in various leadership positions at Maersk for 18 years. \u003c/p\u003e\u003cp\u003e“Port NOLA plays an essential role in driving economic growth for our region and state, and I look forward to building on this strong foundation in global commerce,” Branch said in the statement. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003c/i\u003e\u003ca href=\"emailto:janet.nodar@spglobal.com\"\u003e\u003ci\u003ejanet.nodar@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The AAL Dalian discharging project cargo to barge at the Port of New Orleans. Photo credit: Port of New Orleans. ","__typename":"Metadata"},"ModDate":"1729809386573","Taxonomy":{"MainCategory":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"40","Name":"Port infrastructure","Redirects":[{"Path":"/maritime/port-news/port-infrastructure","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1729806924000","TitlePlainText":"Ex-Mobile executive Branch named CEO of Port of New Orleans","Published":true,"Redirects":[{"Path":"/article/ex-mobile-executive-branch-named-ceo-of-port-of-new-orleans-5773621","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eBeth Ann Branch is taking the reins as New Orleans develops the $1.8 billion Louisiana International Terminal, which will allow the port to service ultra-large container ships. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Beth Ann Branch is taking the reins as New Orleans develops the $1.8 billion Louisiana International Terminal, which will allow the port to service ultra-large container ships.","__typename":"Document"},{"Id":"5749365_JournalOfCommerce","Attachments":[{"FileName":"5749363_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eIndia is on the cusp of a project cargo growth explosion as a sheaf of large-scale infrastructure projects kick off. But heavier cargoes and clearance complications could hold back growth, according to shippers in the region. \u003c/p\u003e\u003cp\u003eInfrastructure projects for roads, rail, inland waterways, seaports and airports are supporting movement of project cargoes across the country, Dharmendra Gangrade, head of logistics management at Indian engineering, procurement and construction company and diversified conglomerate Larsen \u0026amp; Toubro (L\u0026amp;T), told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eHowever, heavier cargoes are becoming harder to handle due to port equipment and infrastructure limitations, while the myriad agencies tasked with granting clearances for interstate cargo transport complicate project cargo moves, Gangrade said. “Project cargo shippers continue to face challenges due to non-availability of assets driven by a huge demand-supply gap,” he said. \u003c/p\u003e\u003cp\u003eSteel products, inbound and outbound, are also a major source of cargo for heavy-lift carriers and logistics service providers serving Indian ports, according to a Mumbai Port Trust executive who did not want to be identified. “Similarly, on the outbound leg, breakbulk tonnage now has a lot of finished steel volumes moving to Europe,” the source said. \u003c/p\u003e\u003cp\u003eIn addition, industry sources noted a buildup of purified terephthalic acid (PTA) bags, used for industrial packaging, landing at several Indian ports on breakbulk vessels, mostly from China, Vietnam and South Korea. The bags could signal a pending shift of PTA from containers to breakbulk modes due to higher freight costs. \u003c/p\u003e\u003ch3\u003ePorts struggle to keep up with demand \u003c/h3\u003e\u003cp\u003eRapid urbanization in India amid healthy economic growth and a burgeoning middle class is driving growth in breakbulk and heavy freight, shippers said. But as general and project cargo demand soars, Indian ports are grappling with capacity pressures. \u003c/p\u003e\u003cp\u003ePorts throughout India report long waits at anchor to secure berths, particularly at Kandla in the west and Kolkata in the east, where average delays range from seven to eight days. Kandla ranks second among major Indian ports for breakbulk tonnage, handling 381 ship calls in fiscal 2023–24, sources familiar with Indian port operations told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eWhile digitization of port and customs services has been an antidote to many paperwork-related strains, a seamless, hassle-free single window experience remains elusive. Sporadic system glitches and shortages in harbor pilotage services are further contributing to vessel turnaround delays, a cargo owner told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003ch3\u003eBreakbulk positives outweigh negatives \u003c/h3\u003e\u003cp\u003eNevertheless, industry sources remain bullish on the potential for India’s breakbulk and project cargo market. “The positives of the market far outweigh the negatives for non-container businesses,” the cargo owner said. \u003c/p\u003e\u003cp\u003eHeavy cargo carriers serving India have multiple tailwinds as the economy expands, according to KK Krishnadas, head of non-container business at JM Baxi Group, a Mumbai-based project cargo logistics specialist. Carriers are benefiting from a more balanced flow of cargo, with backhaul volumes looking “prettier” than the long-time pattern of imports occupying center stage in round-trip charter fixtures, he said. \u003c/p\u003e\u003cp\u003e“In the domestic market, we are witnessing major orders being pursued by Indian fabrication yards, with executions targeted for the third quarter of 2025,” Krishnadas told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eKrishnadas added that projects in the energy and chemicals sectors — including for petrochemicals and refining — were major contributors to the growing demand for project cargo trade. \u003c/p\u003e\u003cp\u003eExpansion in renewable energy sectors — particularly wind and solar power — and the oil and gas, construction and manufacturing industries is further supporting India’s project cargo sector, according to Nikhil Kedar, commercial marketing representative in India for Cosco Shipping Specialized Carriers. \u003c/p\u003e\u003cp\u003e“On the export front, Indian companies are engaging in overseas projects, particularly in Southeast Asia, the Middle East and Africa, increasing the need for heavy/project cargo movement,” Kedar said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Bency Matthew at \u003c/i\u003e\u003ca href=\"mailto:bencymathew@gmail.com\"\u003e\u003ci\u003ebencymathew@gmail.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Project cargo columns on the quay at Adani’s Hazira port in India. Photo credit: Larsen \u0026 Toubro.","__typename":"Metadata"},"ModDate":"1729015979353","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"32","Name":"Heavy-haul transport","Redirects":[{"Path":"/maritime/breakbulk-news/heavy-haul-transport","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Bency Mathew, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1729014043000","TitlePlainText":"India’s project cargo expansion tempered by clearance snags, equipment shortages","Published":true,"Redirects":[{"Path":"/article/indias-project-cargo-expansion-tempered-by-clearance-snags-equipment-shortages-5749365","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eRapid urbanization and strong economic growth are driving project cargo volumes in India, although heavier cargoes are becoming harder to handle due to port equipment and infrastructure limitations.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Rapid urbanization and strong economic growth are driving project cargo volumes in India, although heavier cargoes are becoming harder to handle due to port equipment and infrastructure limitations.","__typename":"Document"},{"Id":"5748143_JournalOfCommerce","Attachments":[{"FileName":"5748066_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eMultipurpose vessel (MPV) trades in Asia-Pacific and the Middle East are stabilizing multipurpose freight rates, mitigating weaker performance in the European and American markets, analysts say. \u003c/p\u003e\u003cp\u003eWhile operators of highly sophisticated heavy-lift and project vessels are enjoying healthy demand and a “decent” level of forward bookings, many carriers are facing “a more sluggish market and an imbalance in utilization across the various trade regions,” Toepfer Transport said in an Oct. 10 briefing note. \u003c/p\u003e\u003cp\u003eToepfer’s monthly multipurpose forecast index, the TMI, has increased slightly to $13,160 per day in October, up marginally from September’s $13,088. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"4e087472-2f74-4489-a3b0-d2ae1e9e1c00\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003e“We expect the sideways movement of the index to continue for the next few weeks, and our TMI panelists support this view, with the TMI-P6 indicating a total expected increase of only 2.26% over the next six months,” Yorck Niclas Prehm, head of research with Hamburg-based Toepfer Transport, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003ePrehm said he believes that decisions on some upcoming projects are being postponed until after the US presidential election and that the geopolitical situation as well as the macroeconomic situation do not indicate any “game-changing trend.” \u003c/p\u003e\u003cp\u003eThe MPV market is increasingly volatile for shippers, with port delays in the Middle East/Persian Gulf as terminals there handle cargo diverted from the Red Sea. Shippers are reluctant to book MPVs too far ahead as the risk of a delayed shipment is greater than the risk of a higher spot freight rate, shippers and carriers attending the Antwerp XL breakbulk conference last week told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003ch3\u003eA reworked Drewry index \u003c/h3\u003e\u003cp\u003eDrewry this month replaced its old MPV Index, which was based on rates for three different breakbulk vessel types, with two indices measuring the cost of transporting two types of breakbulk cargo: general and project, according to Peter Molloy, senior analyst for multipurpose shipping with Drewry. The new Drewry General Cargo Index is based on a combination of time charter rates for general cargo ships with capacities between 3,000 and 20,000 deadweight tons (dwt), small feeder containerships, handysize dry bulk carriers, car carriers and a range of dry container freight rates. \u003c/p\u003e\u003cp\u003eThe Drewry Project Cargo Index is based on time charter rates of project cargo carriers with capacities between 10,000 and 25,000 dwt, along with all the components of the General Cargo Index. The weighting for each index is based on estimated proportions of cargo types on general cargo ships and project cargo carriers, respectively, and on fleet composition by size category. \u003c/p\u003e\u003cp\u003eDrewry’s Project Cargo Transport Index reached 174.5 points in September, up 0.4% from August, while its General Cargo Index decreased 0.3% to 146.2 points. The base point for both indices is 100 as of January 2019, and they have been calculated forward from that point. \u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"69618041-3a75-4a07-964c-948b398a7073\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eMolloy told the \u003ci\u003eJournal of Commerce\u003c/i\u003e there had been a recovery from the summer dip for smaller general cargo vessels. The index had stabilized because of higher utilization and lower competition from containers and dry bulk. \u003c/p\u003e\u003cp\u003eSplitting the cargo types allows Drewry to better measure the impact of competing sectors over the two distinct cargo types, Molloy added. The new approach allows the weighting for competing sectors to be altered according to the changing market. “What we end up with is an actual general cargo index based on all these different scenarios, weighted differently,” he said. \u003c/p\u003e\u003ch3\u003ePrices rising \u003c/h3\u003e\u003cp\u003eRising fleet utilization is reflected in both newbuild and second-hand MPV prices. Second-hand prices for a 30,000 dwt, 120/160 metric ton max lift, 10-year-old MPV/tweendecker increased 2.6% month over month in October to $19.5 million, Toepfer said. Newbuilding prices for the same type of ship have risen 0.5% to $52.75 million. \u003c/p\u003e\u003cp\u003e“There are very few second-hand transactions for modern MPP [MPV] vessels and prices continue to be challenging for buyers,” Toepfer said. The analyst added that strong demand for newbuilding capacity from other shipping segments led to a “slight but significant” increase in newbuilding prices and extended delivery times. \u003c/p\u003e\u003cp\u003eToepfer’s TMI is based on expected average rates for six- to 12-month time charters for 12,500 dwt “F-Type” vessels with a safe working load of 240-360 metric tons, as reported to Toepfer by owners and operators. Toepfer addresses the short-sea market, as well as other markets, in separate reports. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Carly Fields at \u003c/i\u003e\u003ca href=\"mailto:carly.fields@spglobal.com\"\u003e\u003ci\u003ecarly.fields@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The AAL Dalian discharging cargo directly to barge at the Port of New Orleans. Photo credit: Port NOLA.","__typename":"Metadata"},"ModDate":"1729009026360","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Carly Fields, Associate Editor, Breakbulk and Project Cargo","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1728917356000","TitlePlainText":"Stabilizing MPV rates belie geographical imbalances","Published":true,"Redirects":[{"Path":"/article/stabilizing-mpv-rates-belie-geographical-imbalances-5748143","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eHealthy demand for “sophisticated” multipurpose vessels is being undercut by a sluggish market for standard MPVs. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Healthy demand for “sophisticated” multipurpose vessels is being undercut by a sluggish market for standard MPVs.","__typename":"Document"},{"Id":"5745886_JournalOfCommerce","Attachments":[{"FileName":"5745878_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eDutch multipurpose vessel operator (MPV) Spliethoff has strengthened its presence in the MPV sector by investing in up to 10 future-fuel-ready vessels and purchasing MPV carrier ForestWave, even as the group remains “fuel agnostic,” Max van den Berg, Spliethoff Group’s fleet performance manager, told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eThe company placed a firm order for eight 28,600 deadweight metric ton (dwt) ships plus options for two extra vessels from China’s Wuhu Shipyard Co. in September. \u003c/p\u003e\u003cp\u003e“Fuel agnostic” means Spliethoff analyzes “most [fuel] options for future MPVs,” van den Berg said. “We see that specific alternatives suit certain trades or vessel types better.” While the company has trialed biofuels, uptake has been very slow, he added. \u003c/p\u003e\u003cp\u003e“We see that there is very little support from the market to cover the premium [price) that comes with the use of sustainable biofuels,” van den Berg said. “We hope the support from the market will pick up over time.” \u003c/p\u003e\u003ch3\u003eRiding a ForestWave \u003c/h3\u003e\u003cp\u003eConfirmation of the Wuhu ship orders followed Spliethoff’s acquisition of short-sea and Atlantic basin MPV shipping company ForestWave on Sept. 30. \u003c/p\u003e\u003cp\u003eForestWave operates a fleet of 30 MPVs with loading capacities between 5,000 metric tons and 12,500 metric tons that typically carry forest products, yachts, bulk and offshore-related cargoes. \u003c/p\u003e\u003cp\u003eThe ForestWave ships will increase the Spliethoff fleet to 147 vessels while the order at Wuhu Shipyard will boost the fleet to close to 155 ships, taking into consideration possible vessel disposals, a Spliethoff spokesperson told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eThe takeover formalized a longstanding partnership between ForestWave, Spliethoff and subsidiary company Sevenstar Yacht Transport. ForestWave becomes the seventh subsidiary within the Spliethoff group, which includes heavy lift operator BigLift Shipping and roll-on/roll-off shipping company Bore. \u003c/p\u003e\u003ch3\u003eLargest ships in Spliethoff fleet \u003c/h3\u003e\u003cp\u003eSpliethoff said the new Wuhu-ordered ships, which it has called “L”-type, will be the largest in the operator’s fleet when delivered between January 2028 and March 2029. \u003c/p\u003e\u003cp\u003eThe ice-class ships will be equipped with five side-loaders, a cargo lift system that allows breakbulk goods to be loaded via the side of the ship, and three cranes, each with a capacity of 150 metric tons, combinable to 300 metric tons, and deadweight capacity of 28,600 metric tons. \u003c/p\u003e\u003cp\u003eVan den Berg told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that the development and implementation of Spliethoff’s performance management system has been successful in improving the fuel efficiency of its existing ships. This involves collection of “sensor data from our fleet to optimize operations and to have proper input for assessing further fuel efficiency measures,” he said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com.\u003c/i\u003e\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"An artist’s rendering of Spliethoff’s new L-type ships, which will be delivered beginning in early 2028. Photo credit: Spliethoff. ","__typename":"Metadata"},"ModDate":"1728498794767","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1728488146000","TitlePlainText":"‘Fuel agnostic’ Spliethoff invests in MPV fleet expansion","Published":true,"Redirects":[{"Path":"/article/fuel-agnostic-spliethoff-invests-in-mpv-fleet-expansion-5745886","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA 10-ship order and the acquisition of MPV carrier ForestWave will increase Spliethoff’s fleet to 155 ships by 2029. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A 10-ship order and the acquisition of MPV carrier ForestWave will increase Spliethoff’s fleet to 155 ships by 2029.","__typename":"Document"},{"Id":"5741805_JournalOfCommerce","Attachments":[{"FileName":"5741718_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eInvestment in new vehicle carriers and roll-on/roll-off (ro/ro) tonnage has propelled the order book to record highs, even as global light vehicle production shows signs of slowing, according to analysts. \u003c/p\u003e\u003cp\u003eNew orders and increases to existing orders from CIDO Shipping, short-sea ro/ro operator CLdN and privately owned Wallenius Wilhelmsen have taken the order book to 217 car carriers, totaling 4.7 million deadweight metric tons (dwt), a jump of 14.6% from January’s order book of 4.1 million dwt, according to data released Friday by shipbroker Clarksons. In tonnage terms, the total is equivalent to 36.2% of the existing fleet of 13.1 million dwt, or 793 ships, all record highs, Clarksons said. Approximately 60% of the vessels on order are due for delivery starting in 2026. \u003c/p\u003e\u003cp\u003eHong Kong-based CIDO Shipping has placed a firm order for 12 pure car and truck carriers (PCTCs), plus options for eight additional ships, with China Merchants Heavy Industry in Jiangsu, equipment maker MacGregor, which is supplying ramps and liftable car decks for the vessels, confirmed in a statement Monday. \u003c/p\u003e\u003cp\u003eThe first PCTC will be delivered in the second quarter of 2026, with the final ship joining the CIDO fleet by the end of 2029, MacGregor said. \u003c/p\u003e\u003cp\u003eCLdN, headquartered in Luxembourg, confirmed a deal last week for 10 newbuild load-on/load-off (lo/lo) container ships in a move to diversify from its traditional ro/ro trades. The lo/lo ships, due for delivery from January 2027, will be constructed by South Korean shipyard HD Hyundai Mipo, which is already building two 24,000-dwt ro/ro vessels for CLdN, scheduled for delivery in the first half of 2025. \u003c/p\u003e\u003cp\u003eSeparately, Wallenius Wilhelmsen is super-sizing the capacity of four of its PCTCs currently on order to 11,700 car equivalent units (CEUs), an increase of 2,400 CEUs, the carrier said in a Sept. 25 statement. The ships are part of an order for 12 vessels with China’s Jinling Shipyard. \u003c/p\u003e\u003cp\u003e“The vessels will be the largest PCTCs ever to sail and will play an important role in reducing the cost of the company’s net-zero end-to-end ambition,” Wallenius Wilhelmsen said. \u003c/p\u003e\u003cp\u003eDelivery of the upsized ships will begin in late 2027, while the first of the lower capacity “Shaper-class” vessels will join the Wallenius fleet in the second half of 2026. \u003c/p\u003e\u003ch3\u003eVehicle production slowing \u003c/h3\u003e\u003cp\u003eThe investment in new ro/ro tonnage comes as forecasts show global production of light vehicles wobbling due to weaker demand, uncertainty about the outlook for electric vehicles (EVs) and macroeconomic pressures. Vehicle exports account for about 75% of ro/ro volumes at operators Wallenius Wilhelmsen and Höegh Autoliners, according to their respective online interim results briefings in August. \u003c/p\u003e\u003cp\u003eLight vehicle production is set to decrease this year and into 2025 in several key markets including China, the US, South Korea and Southeast Asia, according to September forecasts by S\u0026amp;P Global Mobility. S\u0026amp;P Global is the parent company of the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eIn China, vehicle production is set to fall by 19,000 units this year and 205,000 units next year, while a weaker market recovery is putting pressure on production forecasts for 2026, according to Mike Wall, executive director of automotive analysis at S\u0026amp;P Global Mobility. \u003c/p\u003e\u003cp\u003eThe reductions reflect “subdued domestic demand despite government incentives,” as well as “aggressive price competition and consumer hesitation, coupled with a weaker macroeconomic environment,” Wall wrote in a Sept. 17 commentary. \u003c/p\u003e\u003cp\u003eProduction in Southeast Asia is forecast to decline by 50,000 units due to ongoing weakness in local markets, especially in Thailand and Indonesia, he added. \u003c/p\u003e\u003cp\u003eThe outlook in Japan and South Korea is more mixed, with production expected to fall next year in Japan before perking up in 2026. In South Korea, vehicle production is forecast to drop this year and in 2025 due to strikes and weaker demand, he said. \u003c/p\u003e\u003ch3\u003e\u003c/h3\u003e\u003ch3\u003e‘Logistics cooperation’ could drive more orders \u003c/h3\u003e\u003cp\u003eDespite these market wobbles, South Korea-based PCTC operator Hyundai Glovis and BYD, China’s largest EV producer, have signed a long-term memorandum of understanding (MOU) to cooperate on the shipment of vehicle parts, equipment and finished vehicles. \u003c/p\u003e\u003cp\u003eAccording to the MOU, Hyundai Glovis will ship containers of BYD automotive parts, materials and equipment to overseas markets as BYD sets up manufacturing and assembly plants outside China, including in South America, the carrier said in a Sept. 25 statement. \u003c/p\u003e\u003cp\u003eThe two firms are also discussing using BYD’s car carriers to ship Hyundai Glovis vehicle cargoes. In the mid to long term, they may use Hyundai Glovis car carriers to export BYD EVs from China. \u003c/p\u003e\u003cp\u003eCurrently, more than half of Hyundai Glovis’ car carrier capacity is dedicated to exporting Hyundai and Kia vehicles from South Korea, but the carrier is planning to expand “logistics cooperation” to more global automakers, the statement said. \u003c/p\u003e\u003cp\u003eTo reach this goal, Hyundai Glovis would expand its PCTC fleet from 90 ships today to 128 by 2030, the carrier said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"CLdN’s newbuilds will augment the operator’s existing fleet of more than 30 ro/ro vessels. Photo credit: CLdN.","__typename":"Metadata"},"ModDate":"1727984054550","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1727981594000","TitlePlainText":"Ro/ro newbuilds push car carrier order book to record high","Published":true,"Redirects":[{"Path":"/article/roro-newbuilds-push-car-carrier-order-book-to-record-high-5741805","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe record order book for car carriers comes amid forecasts of falling global production of light vehicles, a key driver of roll-on/roll-off vessel demand. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The record order book for car carriers comes amid forecasts of falling global production of light vehicles, a key driver of roll-on/roll-off vessel demand.","__typename":"Document"},{"Id":"5738520_JournalOfCommerce","Attachments":[{"FileName":"5738507_0.1.png","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAfter serving as a breakbulk cargo pinch-hitter during the COVID-19 pandemic, the specialized refrigerated (reefer) breakbulk segment is surviving and even finding a few new footholds. \u003c/p\u003e\u003cp\u003e“Commentators have been forecasting the end of specialized reefer vessels and operators for the last 10 to 20 years, but they are still here,” Toby Moors, a director with New Zealand-based broker and ship agency Oceanic Navigation, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eHowever, an evolution away from perishables brokers and toward smaller-volume, direct buyer-seller relationships is increasing the share of produce traveling by reefer container, and the aging breakbulk reefer fleet will struggle to meet modern emissions regulations. \u003c/p\u003e\u003cp\u003eMoors said container lines are nibbling away at reefer cargoes that were previously carried by breakbulk reefer operators, in part because regional trade shows such as Asia Fruit Logistica or Fruit Attraction in Madrid now allow South American growers to make direct contact with buyers and importers in Asia and Europe. \u003c/p\u003e\u003cp\u003eThis allows sellers to ship individual containers of citrus or grapes directly to their customers rather than relying on big export collectives to ship product in bulk. Container lines have also become more competitive in pricing and have launched services catering to specific crops and trades, such as Hapag Lloyd’s Chile Cherry Express service to Asia, Moors noted. \u003c/p\u003e\u003cp\u003eStill, containers are not always the preferred mode, according to Milind Balaji, global supply chain vice president at frozen animal proteins exporter Intervision Foods. \u003c/p\u003e\u003cp\u003e“While the lion’s share of reefer cargo now travels on container vessels, certain destinations like the Caribbean, South America and West Africa continue to use breakbulk as a lever to bring commodities like poultry and fish to their markets in one single shipment versus multiple containers that might be spread over multiple vessels,” Balaji told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eBreakbulk reefer vessels currently carry about 25% of global banana cargoes, 6% of citrus shipments and 4% of fresh vegetable volumes, according to consultancy Drewry Maritime. \u003c/p\u003e\u003cp\u003eTotal global reefer volumes are projected to reach 138.8 million metric tons in 2024 and 152.5 million metric tons by 2028, Malcolm Ramsay, reefer analyst at Drewry, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Of the 2024 numbers, 89% is expected to be containerized, 10% carried by specialized reefer ships and 1% by juice tankers this year, with the container share forecast to rise to 91% in 2028. \u003c/p\u003e\u003cp\u003e\u003cb\u003eBreakbulk reefer revival\u003c/b\u003e \u003c/p\u003e\u003cp\u003eA few global ports are investing in dockside cold storage to take advantage of breakbulk reefer cargo opportunities, and there are signs of a breakbulk reefer renaissance in China, where ports including Dalian, Taizhou and Guangzhou are building on-dock cold storage facilities, Moors said. China is a major importer of fruit and meat from South America and is also beginning to export perishables to Southeast Asia and elsewhere, he said. \u003c/p\u003e\u003cp\u003eIn the US, the ports of Mobile, New Orleans and Wilmington, Del., are “well disposed“ toward handling reefer vessels because they have the prerequisite cold storage capacity, Balaji said. \u003c/p\u003e\u003cp\u003eThe Port of Dover, about 80 miles east of London, is emerging as a significant European reefer gateway after opening a 104,000-square-foot, multitemperature quayside warehouse in 2019. Cool Carriers and Seatrade have regular reefer services calling Dover from South America and South Africa, Alison Hall, head of business development at Port of Dover Cargo, told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eIn late August, Cool Carriers inaugurated a semiliner service at Dover with the 499,000-cubic-foot reefer vessel \u003ci\u003eWild Peony\u003c/i\u003e, the first of 30 trips that will be made through April 2025. Seatrade’s Rayo service provides year-round banana imports through Dover, plus seasonal produce including blueberries, avocados and asparagus from Ecuador and Peru, while a joint Seatrade/Cool Carriers service between South Africa and Europe has increased to a weekly call carrying both breakbulk reefer and container reefer volumes, Hall said. \u003c/p\u003e\u003cp\u003eIndependent specialized reefer operators, including Seatrade, Fresh Carriers and Cool Carriers, control most of the global fleet of about 480 vessels, according to Drewry. These specialized reefer ships carry a mix of palletized cargoes and containers. They also often carry mixed, nonreefer breakbulk cargoes on the backhaul, and they flourished as emergency breakbulk tonnage during the pandemic market. \u003c/p\u003e\u003cp\u003eIn addition to these independent operators, a handful of cargo owners operate their own fleets, including Dole, Del Monte and Chiquita Brands, which operates the Great White Fleet, Moors noted. \u003c/p\u003e\u003cp\u003eBut the specialized reefer fleet is aging — with an average vessel age of about 28 years, according to Drewry — amid industry consolidation and shrinking trade networks. Increasingly tough environmental regulations such as the International Maritime Organization’s Carbon Intensity Index (CII) rating system will inevitably force some older ships out of service. The EU Emission Trading Scheme (ETS) may also impact the economic viability of these vessels due to the way the ETS is levied, said Moors. \u003c/p\u003e\u003cp\u003eAs a result, the already scant global fleet will shrink “through natural attrition,” Moors said. “There’s very little fleet replacement, except for trades where there is a reliable forecast for future demand.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com \"\u003e\u003ci\u003ekeithwallis@hotmail.com.\u003c/i\u003e\u003c/a\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Brazilian melon grower Agricola Famosa has shifted 70% of its fruit shipments from container ships to specialized reefer vessels. Photo credit: Port of Dover. ","__typename":"Metadata"},"ModDate":"1727732414203","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1727722334000","TitlePlainText":"Breakbulk reefer segment hanging on in shrinking market","Published":true,"Redirects":[{"Path":"/article/breakbulk-reefer-segment-hanging-on-in-shrinking-market-5738520","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eContainer lines are contracting directly with perishables shippers, undercutting volume brokers, but the specialized reefer fleet is hanging on to niche markets as a handful of ports pivot toward dockside cold storage. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Container lines are contracting directly with perishables shippers, undercutting volume brokers, but the specialized reefer fleet is hanging on to niche markets as a handful of ports pivot toward dockside cold storage.","__typename":"Document"},{"Id":"5737375_JournalOfCommerce","Attachments":[{"FileName":"5737352_0.1.png","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAs ports along the US East and Gulf coasts brace for an expected strike by dockworkers on Oct. 1, breakbulk ports and terminals and other sector stakeholders are assessing the potential for spillover effects. \u003c/p\u003e\u003cp\u003eOn the Gulf Coast, Shareen Larmond, president of the Houston-based West Gulf Maritime Association (WGMA), told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that association members have been holding discussions to address access to breakbulk and project cargo facilities that, while not part of contract negotiations, share terminal space with containers. The WGMA represents terminal operators, carriers, stevedores and other port employers along the Gulf Coast. \u003c/p\u003e\u003cp\u003e“That’s something everybody’s been trying to work out internally, as far as how people would enter and exit for those other commodities that are not subject to strike,” Larmond said. \u003c/p\u003e\u003cp\u003eGerard Hill, operations manager for Cooper/Ports America (C/PA), which operates a breakbulk and general cargo terminal on the North Side City Docks in Houston, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that most of the inquiries he has received for moving containers via cargo ships have been related to the high cost of containers in recent months rather than the looming strike. \u003c/p\u003e\u003cp\u003e“But it could happen [that] if there’s a strike on containers only and the breakbulk world is wide open, then yeah, everybody’s going to be looking to go breakbulk,” Hill said. \u003c/p\u003e\u003ch3\u003e‘Business as usual’ \u003c/h3\u003e\u003cp\u003eAlex Strogen, chief commercial officer for the Port of Vancouver in Washington state, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that because most of the labor issues are related to the container trade, it should be “business as usual” for breakbulk, project and roll-on/roll-off cargo at the port, without any significant redirection of those cargoes from the East or Gulf coasts. \u003c/p\u003e\u003cp\u003e“We’ve certainly got capacity that we could work with in the event there was an uptick in volumes,” he said. “But we are not anticipating that there will be.” \u003c/p\u003e\u003cp\u003eAt the Port of Everett in Washington, COO Carl Wollebek said there are “no concerns” about potential strike impacts. Breakbulk cargoes “have not been affected, but we are ready for additional cargo volumes if requested,” he said. \u003c/p\u003e\u003cp\u003eAt Port Houston, where officials say a strike would force the shutdown of the Barbours Cut and Bayport container terminals, work at the port’s City Docks breakbulk and multipurpose terminals “will not be disrupted during the work stoppage,” the port said in a statement. \u003c/p\u003e\u003ch3\u003eSpillover scenarios \u003c/h3\u003e\u003cp\u003eShould a strike occur — and if it continues for an extended period — one possible outcome is the spillover of container cargo into breakbulk vessels, similar to the scenario that played out in response to supply chain bottlenecks during the COVID-19 pandemic market of 2021 and 2022. \u003c/p\u003e\u003cp\u003eA senior executive for a breakbulk carrier noted that cargo shippers were paying upward of $20,000 per container during the pandemic market to ship cargo from Asia to the US. \u003c/p\u003e\u003cp\u003e“When the market gets like that, the breakbulk carrier is going to take advantage of it,” the source told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “But I really don’t anticipate that to happen.” \u003c/p\u003e\u003cp\u003eAnother difference, Vancouver’s Strogen said, is that a work stoppage on the East and Gulf coasts is likely to be short-lived, whereas the pandemic was a multi-year event. \u003c/p\u003e\u003cp\u003e“[The pandemic] was a longer-run issue that was at play, and so I think there was a lot of justification to make some [shipping] changes as a result,” he said. \u003c/p\u003e\u003ch3\u003eBreakbulk reefer fleet potential option for strike-hit shippers\u003c/h3\u003e\u003cp\u003eMeanwhile, a strike by US East and Gulf coast dockworkers could open up cargo opportunities for specialized breakbulk reefer vessels and smaller ports, industry experts say.  \u003c/p\u003e\u003cp\u003eBreakbulk reefer (refrigerated) ships, which typically carry palletized fresh or frozen perishables and/or a mix of pallets and reefer containers in tramp and seasonal liner services, are smaller vessels that can call secondary ports. That means they can be used to potentially keep cargo moving, reducing spikes in inland transport costs and allowing refrigerated cargo to be transported in large volumes in a single voyage rather than split among several container shipments, executives told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003e“A strike would be a benefit to the reefer trades on the traditional palletized vessels because they (often) call at private terminals,” said Milind Balaji, Global Supply Chain vice president at Atlanta-headquartered frozen animal proteins exporter Intervision Foods. \u003c/p\u003e\u003cp\u003eThe ability to call secondary ports would keep cargo moving in a strike environment. “I can easily see a shift to reefers if the strike were to continue for a longer period, however unlikely,” he said. \u003c/p\u003e\u003cp\u003eSpecialized reefer boomed during the pandemic market in large part because of that flexibility, Balaji added. Those operators already use a variety of union and non-union stevedores at reefer-friendly ports in the US that “work vessels quickly and efficiently,” he said.   \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Guisti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumnguisti.com\"\u003e\u003ci\u003eautumn@autumnguisti.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003cp\u003e\u003ci\u003eSpecial correspondent Keith Wallis contributed to this story.\u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Dockworkers at the Port of Vancouver in Washington discharging wind energy components from a multipurpose vessel. Photo credit: Port of Vancouver.","__typename":"Metadata"},"ModDate":"1727465714593","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1727454733000","TitlePlainText":"Breakbulk sector not expecting much disruption from possible longshore strike","Published":true,"Redirects":[{"Path":"/article/breakbulk-sector-not-expecting-much-disruption-from-possible-longshore-strike-5737375","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eShould a strike occur — and if it continues for an extended period — one possible outcome is the spillover of container cargo into breakbulk vessels, similar to the scenario that played out in response to supply chain bottlenecks during the pandemic. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Should a strike occur — and if it continues for an extended period — one possible outcome is the spillover of container cargo into breakbulk vessels, similar to the scenario that played out in response to supply chain bottlenecks during the pandemic.","__typename":"Document"},{"Id":"5728700_JournalOfCommerce","Attachments":[{"FileName":"5728689_0.1.JPG","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eMultipurpose (MPV) sector indices from Toepfer and Drewry reflect stable market expectations through September despite a slight divergence, analysts told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eToepfer’s monthly multipurpose forecast index, the TMI, dipped to $13,088 per day for September, down 0.4% from August’s $13,135, while London-based maritime consultancy Drewry predicts that its index will continue increasing through September to $9,301 per day, up 0.5% from August’s $9,259. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"53c9b52c-9583-4ebf-8c60-986190b5aced\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eDrewry’s actual multipurpose index number for August outpaced its forecast for the second consecutive month, reaching $9,259 per day against the forecast value of $9,245. \u003c/p\u003e\u003cp\u003eDemand for larger MPVs continues to grow, while “smaller vessels are coming out of the seasonal dip so we should see that [reflected] next month,” Peter Molloy, senior analyst for multipurpose shipping with Drewry, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Geopolitical tensions restricting traditional MPV shipping routes have not changed, he said. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-narrow\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"458c2bc7-1b01-4a85-8d33-5d6374545161\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eDrewry is keeping an eye on the Nov. 5 US election as the “next known event” that will affect the global shipping and trade situation, Molloy said. \u003c/p\u003e\u003cp\u003eDespite the TMI’s slight dip, “I do not see a decline of the index but a sideways movement due to delayed summer seasonality,” Yorck Niclas Prehm, head of research with Hamburg-based Toepfer Transport, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “We see a normalization of the market with rates [moving] sideways at healthy levels.” \u003c/p\u003e\u003ch3\u003eIndustry alignment \u003c/h3\u003e\u003cp\u003eDivergence between the two indexes is to be expected, Kyriacos Panayides, CEO of MPV operator AAL Shipping, told the\u003ci\u003e Journal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003e“Indices and sentiments in the MPV market can vary depending on what size tonnage you are looking at, trade lanes, and stakeholder perspective,” he said \u003c/p\u003e\u003cp\u003eThe MPV sector is seeing a “relative period of stability in charter rates and cargo demand” after a period of intense routing disruptions, Panayides said. Diversions of MPVs to avoid attacks by Houthi militants in the Red Sea created a tonnage shortage that pushed MPV freight rates up slightly. With diversions now the norm, delays are being built into forecasts and vessel planning, allowing rates to stabilize. \u003c/p\u003e\u003cp\u003e“Many carriers have re-routed around the Cape of Good Hope and players across the whole supply chain have adjusted their schedules accordingly — allowing more time for cargo delivery,” Panayides said. “The situation is far from ideal but there has been an alignment in the approach of the industry which has subsequently created a ‘new normal’ and shows how resilient and flexible our sector is.” \u003c/p\u003e\u003cp\u003eCargo bound for a solid mixture of projects, including both fossil-fuel based and green energy, is now moving and could test vessel capacity in the coming 12 months, a project cargo shipper told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eHowever, while looking at demand from the cargo side paints a promising picture, it does not take into account operational challenges facing the market such as port delays and schedule disruptions, along with potential competition, Panayides said. \u003c/p\u003e\u003cp\u003eShipowners are now “looking down the barrel of an unknown gray period,” giving shippers the opportunity to negotiate freight rates in their favor, he said. “Container rates are falling and there is every chance that those operators [will] come back to our segment, offering competitive rates. Accordingly, we may see there is less appetite to make long-term charter hire commitments at a higher price.” \u003c/p\u003e\u003cp\u003eDrewry’s MPV Index is a weighted average of day rates for three bands of vessel sizes: 5,000-7,500 deadweight tons (dwt), 10,000-15,000 dwt, and 15,000-20,000 dwt. The smaller dwt band includes low- and ungeared vessels used primarily in European short-sea trades. \u003c/p\u003e\u003cp\u003eToepfer’s TMI is based on expected average rates for six- to 12-month time charters for 12,500 dwt “F-Type” vessels with safe working loads of 240-360 metric tons, as reported to Toepfer by owners and operators. Toepfer addresses the short-sea market, as well as other markets, in separate reports. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Carly Fields at \u003c/i\u003e\u003ca href=\"emailto:carly@carlyfields.co.uk\"\u003e\u003ci\u003ecarly@carlyfields.co.uk\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Carly Fields, Associate Editor, Breakbulk and Project Cargo","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The 32,000-dwt multipurpose vessel AAL Hamburg laden with four barges. Photo credit: AAL Shipping. ","__typename":"Metadata"},"ModDate":"1726591628533","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1726516461000","TitlePlainText":"Global MPV indices diverge despite relative market stability","Published":true,"Redirects":[{"Path":"/article/global-mpv-indices-diverge-despite-relative-market-stability-5728700","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe MPV sector is seeing a period of stability in charter rates and cargo demand after a period of intense routing disruptions linked to the militant attacks on commercial shipping in the Red Sea. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The MPV sector is seeing a period of stability in charter rates and cargo demand after a period of intense routing disruptions linked to the militant attacks on commercial shipping in the Red Sea.","__typename":"Document"},{"Id":"5721029_JournalOfCommerce","Attachments":[{"FileName":"5721018_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eEventually, the multipurpose/heavy-lift (MPV/HL) sector will have to build new ships. In addition to growing demand, the global shipping industry must meet sweeping International Maritime Organization (IMO) and European Union goals for reducing and eliminating net greenhouse gas (GHG) emissions. \u003c/p\u003e\u003cp\u003eMost newbuilds currently under construction are dual-fuel ships, a tangible bit of evidence that the green transition is already well underway, according to Thomas Damsgaard, head of BIMCO’s Americas office. \u003c/p\u003e\u003cp\u003eBut more immediately, the shorter-term EU goal of reducing GHG emissions by at least 55% by 2030 will, in the maritime industry and certainly in the MPV/HL sector, be achieved primarily via “operational measures that increase efficiencies and reduce greenhouse gas emissions” for existing ships, Damsgaard said. Such measures include weather routing, speed optimization, hull monitoring and maintenance, and installing heat recovery systems, according to the IMO. \u003c/p\u003e\u003cp\u003eThese operational measures will be crucial for years to come, especially in the MPV/HL sector, which is ordering new ships at a rate that just barely maintains current levels of capacity and is insufficient to handle expected demand. \u003c/p\u003e\u003cp\u003eOne factor holding back investment in newbuild MPV/HLs — although certainly not the only one — is ongoing uncertainty around the availability of carbon-neutral fuels at scale and in remote port areas. Unlike container ships, which generally have a set schedule and call major hub ports, almost all MPV/HLs operate on a tramp basis and often call smaller, niche ports that may not have the ability to convert existing bunkering infrastructure to handle alternative fuels. \u003c/p\u003e\u003ch3\u003eInvestments ‘piggyback off green corridors’ \u003c/h3\u003e\u003cp\u003eFor hints about how the fuel transition will unfold and which green fuel — or fuels — will eventually become the industry standards, Damsgaard advised keeping an eye on so-called green shipping corridors and the bunkering infrastructure at participating ports. \u003c/p\u003e\u003cp\u003e“A lot of investment will piggyback off the green corridors,” he said. \u003c/p\u003e\u003cp\u003eOne such green corridor will connect 11 European countries via a decarbonized transport network stretching from Norway to Spain. Within this corridor, three locations — Sweden’s Port of Gothenburg; North Sea Port, which spans the Netherlands-Belgium border; and Belgium’s Antwerp-Bruges will operate as maritime transportation hubs, according to information on the Port of Antwerp-Bruges’ website. These ports are in the early stages of building bunkering capacity for alternative fuels including ammonia and methanol. \u003c/p\u003e\u003cp\u003eAccording to a May report from Norway-based classification society DNV, the MPV/HL sector will likely be best served by green methanol or bio marine gasoil (MGO). Heavy-lift ships are restricted in the low-carbon fuels that they can use because of their design and relatively small size, and green methanol and bio MGO are “realistic alternatives” to conventional carbon-based marine fuel because “they can be carried in tanks integrated into the hull structure,” DNV said in the report. \u003c/p\u003e\u003cp\u003e“The thing to remember with this fleet is that it is a niche fleet in all aspects,” Phillip Brown, global chartering manager with Bechtel Global Logistics, said during a \u003ci\u003eJournal of Commerce\u003c/i\u003e webcast last month. When it comes to alternative fuels, the MPV/HL sector will follow the much larger container segment, but shipowners and operators “are still waiting for a clear idea of what the future is going to be,” he said. \u003c/p\u003e\u003cp\u003eIronically, uncertainty over the fuels of the future is putting a damper on new MPV/HL ship orders at a time when breakbulk and project cargo shippers and service providers are projecting healthy demand in the near term and are increasingly confident that the market will remain strong in the medium and long-term. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003c/i\u003e\u003ca href=\"mailto:janet.nodar@spglobal.com\"\u003e\u003ci\u003ejanet.nodar@spglobal.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The niche multipurpose carrier sector will be followers, rather than leaders, as the global shipping sector zeroes in on green fuel choices. Credit: dship Carriers ","__typename":"Metadata"},"ModDate":"1725654795147","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1725554654000","TitlePlainText":"Green corridors signal maritime fuel options for multipurpose vessels","Published":true,"Redirects":[{"Path":"/article/green-corridors-signal-maritime-fuel-options-for-multipurpose-vessels-5721029","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eMultipurpose carriers are reluctant to invest in newbuildings for several reasons, including uncertainty around the availability of carbon-neutral fuels for tramp shipping. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Multipurpose carriers are reluctant to invest in newbuildings for several reasons, including uncertainty around the availability of carbon-neutral fuels for tramp shipping.","__typename":"Document"},{"Id":"5715577_JournalOfCommerce","Attachments":[{"FileName":"5715580_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eInvestments in technology, manufacturing and both alternative energy and traditional oil and gas are feeding the project cargo pipeline and driving up quarterly revenues for engineering, procurement and construction (EPC) companies. \u003c/p\u003e\u003cp\u003eBecause they procure and transport cargo related to the construction of large, complex energy and industrial projects globally, EPCs are key shippers for the project cargo logistics segment. \u003c/p\u003e\u003cp\u003eFour major EPCs — Worley, Fluor, KBR and TechnipFMC — posted gains and noted hefty work backlogs in their most recent earnings reports. However, Worley executives tempered expectations for the coming year and logged a slip in the company’s multibillion-dollar backlog. \u003c/p\u003e\u003cp\u003eAfter a blistering 2024, Australian energy services group Worley, in a fiscal year-end earnings report released Aug. 27, said it expects a more “moderate” 2025. As well as dealing with project delays, customers are putting off capital spending decisions and shifting priorities based on what Worley’s annual report describes as a “short-term need to balance the energy trilemma of security, affordability and sustainability” within a longer-term “prolonged cyclical upturn.” \u003c/p\u003e\u003cp\u003eDespite some 2024 headwinds, the fiscal year yielded record revenues of $7.9 billion for Worley, up 6% over last year and the highest in Worley’s history, CEO Chris Ashton said. However, the company’s order backlog fell off 2%, to $9.36 billion. \u003c/p\u003e\u003ch3\u003eEVs, tech projects spur growth \u003c/h3\u003e\u003cp\u003eElectric vehicle supply chain and advanced technology projects helped spur growth for Texas-based engineering and construction company Fluor. While project awards for the second quarter came in at $3.1 billion, a 16% decline from a year ago, the company reported a 27% increase in its work backlog to $32.3 billion. New awards included the first phase of North Volt's large-scale lithium-ion battery manufacturing facility in Germany for $361 million and an incremental award of $1.1 billion for an aluminum rolling facility in Alabama. \u003c/p\u003e\u003cp\u003e“We continue to see strong investments in the semiconductor space, where the outlook is supported by the CHIPS Act funded here in the United States,” CEO David Constable said during Fluor’s earnings call, referencing the Creating Helpful Incentives to Produce Semiconductors for America Act, which was passed by Congress in 2022. \u003c/p\u003e\u003cp\u003eFluor posted $4.2 billion in second-quarter revenues, up 7% year over year. Looking ahead, “from smaller tool install opportunities all the way up to large fabrication facilities, there’s over $5 billion in potential prospects over the next 12 months,” Constable said. \u003c/p\u003e\u003ch3\u003eBlue ammonia fuels KBR \u003c/h3\u003e\u003cp\u003eHouston-based EPC KBR will design and deploy a proprietary training simulator for OCI Global’s Texas Blue Clean Ammonia Facility in Beaumont, Texas. \u003c/p\u003e\u003cp\u003e“There are only two blue ammonia projects in the world that have actually [reached] financial investment decision (FID). Both are using KBR’s technology,” KBR CEO Stuart Bradie said during the company’s earnings call. \u003c/p\u003e\u003cp\u003eThe second project is a Fertiglobe production facility that began construction in June in the United Arab Emirates. \u003c/p\u003e\u003cp\u003eKBR’s year-over-year revenues in sustainable technology increased 14% to $458 million for the second quarter. Alternative energy projects bolstered total second-quarter revenues for Houston-based KBR, which posted a 6% year-over-year increase to $1.9 billion. \u003c/p\u003e\u003ch3\u003eSubsea strengthens TechnipFMC in Q2 \u003c/h3\u003e\u003cp\u003eMultinational energy services contractor TechnipFMC reported an 18% year-over-year increase to $2.3 billion for second-quarter revenue. Results were “particularly strong” in the company’s subsea segment, TechnipFMC CEO Doug Pferdehirt said. \u003c/p\u003e\u003cp\u003eSubsea business, focused on developing systems for undersea oil and gas exploration and extraction, accounted for $12.9 billion of the company’s record $13.9 billion total backlog, up 5% from a year ago. The company swung to a quarterly profit of $186.5 million, compared to an $87.2 million loss a year ago. \u003c/p\u003e\u003cp\u003e“We are well positioned for subsea orders to approach $10 billion for the year, also giving us continued confidence in achieving $30 billion in orders over the three-year period ending 2025,” Pferdehirt said. “We expect this activity will drive further growth in [our project] backlog.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com\"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e. \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Adding carbon capture technology to an existing facility is a typical energy transition-related project for many EPCs. Photo credit: Keshi Studio / Shutterstock.com. ","__typename":"Metadata"},"ModDate":"1725045134783","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1725036494000","TitlePlainText":"Energy, tech projects filling project cargo pipeline","Published":true,"Redirects":[{"Path":"/article/energy-tech-projects-filling-project-cargo-pipeline-5715577","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eEPCs report revenue gains and hefty project backlogs as manufacturing and traditional and alternative energy projects gain momentum. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"EPCs report revenue gains and hefty project backlogs as manufacturing and traditional and alternative energy projects gain momentum.","__typename":"Document"},{"Id":"5712255_JournalOfCommerce","Attachments":[{"FileName":"5712253_0.1.png","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eMultipurpose vessel (MPV) carrier Chipolbrok, a Chinese-Polish joint venture, is expanding its fleet with an order at Shanghai Zhenhua Heavy Industries (ZPMC) for up to four 38,000-deadweight metric ton (dwt) heavy-lift MPVs. \u003c/p\u003e\u003cp\u003eThat comes as a flurry of orders expanding the global MPV fleet has been announced after several years of minimal growth, according to data from British shipbroking house Clarksons. \u003c/p\u003e\u003cp\u003eThe latest orders take the total number of MPVs on order to more than 170 vessels totaling 3.5 million dwt, equivalent to nearly 12% of the global MPV fleet, Clarksons said in its Friday shipbroking report. \u003c/p\u003e\u003cp\u003eMost of the deliveries will arrive in 2025, when vessels totaling 1.7 million dwt are scheduled to join the global fleet. The MPV fleet has remained static at approximately 30 million dwt since 2013, Clarksons data showed. If the current vessels on order are fully delivered, it will mark the largest increase in MPV tonnage since the ordering binge prior to the 2008–09 global financial crisis, Clarksons said. \u003c/p\u003e\u003cp\u003eA \u003ci\u003eJournal of Commerce\u003c/i\u003e analysis reveals that the average age of MPVs now trading is rapidly approaching 20 years, with almost 12% of vessels 25 years or older. When likely slippage and low demolition rates are considered, the current orderbook implies fleet growth of only about 4.3% annually through 2028. The newbuilding forecast barely covers replacing the overage tonnage, adding little, if any, additional new capacity. \u003c/p\u003e\u003cp\u003eChipolbrok placed its latest shipbuilding order through its office in Poland, a shipping executive with knowledge of the deal told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. The contract involves a firm order for two ships plus options for two additional vessels. The first two ships will be delivered in 2026 with the remaining pair due in 2027, Clarksons said in its report. \u003c/p\u003e\u003cp\u003eThe vessels will be equipped with three 250-ton cranes that will be combinable to lift up to 500 metric tons and will feature a fully open deck and adjustable tweendecks to provide flexibility in loading project cargo. \u003c/p\u003e\u003ch3\u003eNew vessel delivered \u003c/h3\u003e\u003cp\u003eChipolbrok, meanwhile, took delivery on Aug. 6 of \u003ci\u003eBoym\u003c/i\u003e, the sixth vessel in a series of 62,000 dwt heavy-lift MPVs, the largest in the carrier’s fleet. The carrier placed orders for four of those 62,000-dwt vessels in April 2020, with delivery of the first ship in December 2021. The ships are equipped with four cranes that can be paired to give a maximum lifting capacity of 300 tons. \u003c/p\u003e\u003cp\u003eSeparately, general cargo and MPV carrier Gearbulk has ordered two 82,300-dwt open hatch crane-equipped MPVs that will be delivered to its G2 Ocean subsidiary in October 2028 and January 2029, the Norway-headquartered carrier said Aug. 20. The ammonia/methanol-ready vessels will be equipped with two 75-metric-ton and two 120-metric-ton cranes. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com.\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The 62,000-dwt multipurpose vessel Boym was delivered on Aug. 6 to MPV carrier Chipolbrok. Photo credit: Chipolbrok","__typename":"Metadata"},"ModDate":"1724705414993","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1724703314000","TitlePlainText":"Chipolbrok expands MPV fleet amid flurry of new orders in sector","Published":true,"Redirects":[{"Path":"/article/chipolbrok-expands-mpv-fleet-amid-flurry-of-new-orders-in-sector-5712255","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA \u003ci\u003eJournal of Commerce\u003c/i\u003e analysis reveals that the average age of MPVs now trading globally is rapidly approaching 20 years, with almost 12% of vessels 25 years or older. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A Journal of Commerce analysis reveals that the average age of MPVs now trading globally is rapidly approaching 20 years, with almost 12% of vessels 25 years or older.","__typename":"Document"},{"Id":"5710574_JournalOfCommerce","Attachments":[{"FileName":"5710614_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eMultipurpose vessel (MPV) operators are seeing a return of so-called “spillover” cargoes due to elevated container rates, shipping delays and port congestion, saying they are fielding inquiries from shippers who normally use liner services about transporting shipments — either containerized or as breakbulk cargoes — on MPVs. \u003c/p\u003e\u003cp\u003eStill, interest remains well below the level seen during the peak of the pandemic market two years ago, shipping executives told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eMost of the recent interest from shippers is for mode-malleable cargo — freight that can be easily switched between breakbulk and container modes. \u003c/p\u003e\u003cp\u003e“[This] mainly involves cargoes that can be shipped either in containers or breakbulk, [such as] bagged cargo, forestry products [and] steel,” Arthur English, CEO of Bergen, Norway-headquartered G2 Ocean, said. Typical bagged cargoes include rice, plastic pellets, coffee, minerals and other commodities. \u003c/p\u003e\u003cp\u003eFor some container shippers, however, unreliable liner schedules are playing a role in the shift toward MPVs, according to Marc Willim, global head of chartering at AAL Shipping. “If a shipper is moving three containers per day and they are delayed by one, two or maybe three weeks, inventory starts to stack up and it makes sense to ship them by multipurpose vessels,” Willim told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003e“This particularly applies to specialized containers that are either out-of-gauge or classed as dangerous goods, with container carriers more limited in the amount they can take onboard,” he added. “In instances such as these, multipurpose carriers may then be the best option to maintain their ‘just in time’ productivity.” \u003c/p\u003e\u003cp\u003eHowever, many shippers who normally use liner services but resorted to moving containers on MPVs and general cargo ships during the worst of the pandemic market are not at the point of revisiting those desperate moves. \u003c/p\u003e\u003cp\u003e“We see containers on breakbulk as a high-cost contingency measure, but are glad to have it in our toolbox,” a senior manufacturing company logistics executive said. \u003c/p\u003e\u003cp\u003e“We would only use containers on breakbulk ships if we reach[ed] a critical sustained failure of container liner services on our lanes,” the executive said. The higher costs and extended dockside dwell times for loading and unloading containers and breakbulk cargoes from MPVs, rather than more efficient container terminals, make this a last-ditch choice, he added. \u003c/p\u003e\u003ch3\u003eInquiries up \u003c/h3\u003e\u003cp\u003eMPV and general cargo carriers expect to see some shipper spillover interest last as long as container rates remain elevated, container ships continue to sail at full capacity and/or shipping schedules continue to be disrupted. While trans-Pacific container rates to the US West and East coasts have come off their early-July peaks, average rates are still the highest since September 2022, according to Platts, a sister product of the \u003ci\u003eJournal of Commerce\u003c/i\u003e within S\u0026amp;P Global. \u003c/p\u003e\u003cp\u003eSpot container rates from Asia to the US West Coast were at $6,000 per FEU as of Aug. 22, according to Platts, down from $8,133 on July 5. East Coast rates have fallen from just over $10,000 per FEU to $8,825 during that time. \u003c/p\u003e\u003cp\u003e“On our own trade lanes, we have received several inquiries from shippers for breakbulk cargoes ex-China that were previously moved by container lines,” AAL’s Willim said. \u003c/p\u003e\u003cp\u003eHowever, AAL stops short of calling this a trend. \u003c/p\u003e\u003cp\u003e“As yet, we have not seen a real shift or trend, especially compared to COVID times,” Willim said. “The inquiries so far have been the types of cargoes that we usually see coming back to multipurpose carriers from time to time, such as bagged, palletized or packed cargoes. Demand for our capacity continues to stem from heavy lift and project cargo clients.” \u003c/p\u003e\u003cp\u003eHamburg-based MPV/HL carrier dship Carriers is also seeing an increase in inquiries regarding cargoes that are traditionally moved by containers, CEO Lars Feller told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “While it is only a partial increase, it is enough to indicate a slow shift,” he said. \u003c/p\u003e\u003cp\u003e“A significant shift has not yet materialized. However, several potential triggers could prompt such a transition,” Fellers said. “One key factor could be linked to delays and shortages of tonnage resulting from longer transits. These extended routes and operational uncertainties can potentially prompt shippers to seek more reliable and efficient alternatives.” \u003c/p\u003e\u003ch3\u003eRate-driven shift \u003c/h3\u003e\u003cp\u003eSignificant rate increases for containerized cargo out of China and certain ports in southeast Asia are fueling shipper interest in shifting to MPVs, G2 Ocean’s English said. G2Ocean has seen an increase in inquiries from the middle of the second quarter onward for cargoes “mainly out from China to key export destinations [such as] Europe, the US, South America, etc.,” he said. \u003c/p\u003e\u003cp\u003e“We are always trying to be as flexible as possible for our customers and help out when shifts in the market occur,” English added. “The demand has been slowing down a bit since July as container rates out of China have been dropping. We still receive inquiries about container cargos, but not at the same level as a few months ago.” \u003c/p\u003e\u003cp\u003eDanish bulk and breakbulk carrier Norden has also seen cargo shift to MPVs and bulkers, primarily on trades from Asia to North America and Europe. The carrier has managed an increase in both physical breakbulk and containerized cargoes and inquiries over the past six months, a Norden spokesperson told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eConstraints, including drought-driven congestion at the Panama Canal, which is now easing, and diversions driven by turmoil in the Red Sea region have “further reinforced the desire for charterers to seek options outside of container shipments,” the spokesperson said. \u003c/p\u003e\u003cp\u003e“Increasing container rates may also motivate shippers to explore MPVs as viable alternatives,” he said. “These vessels offer greater flexibility and capacity for non-containerized or oversized cargo.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003c/i\u003e\u003ca href=\"mailto:keithwallis@hotmail.com\"\u003e\u003ci\u003ekeithwallis@hotmail.com\u003c/i\u003e\u003c/a\u003e\u003ci\u003e.\u003c/i\u003e \u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"While some mode-malleable cargoes are shifting back to MPV carriers, there’s no sign of the frenzy seen during the pandemic market. Photo credit: dship Carriers ","__typename":"Metadata"},"ModDate":"1724449394990","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Keith Wallis, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1724440754000","TitlePlainText":"High container rates, port congestion entice some shippers back to MPVs","Published":true,"Redirects":[{"Path":"/article/high-container-rates-port-congestion-entice-some-shippers-back-to-mpvs-5710574","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eMost of the recent interest from shippers is for mode-malleable cargo — freight that can be easily switched between breakbulk and container modes. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Most of the recent interest from shippers is for mode-malleable cargo — freight that can be easily switched between breakbulk and container modes.","__typename":"Document"},{"Id":"5710525_JournalOfCommerce","Attachments":[{"FileName":"5710515_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAlong with mixed results in the latest earnings reports from the world’s four largest original equipment manufacturers (OEMs) of wind turbines — GE Vernova, Siemens Gamesa, Nordex and Vestas — two of those OEMs are also suffering from turbine trouble. \u003c/p\u003e\u003cp\u003eWind turbines for onshore and offshore wind farms are and will continue to be important cargoes for the breakbulk and project logistics supply chains. While manufacturers remain optimistic for the longer term thanks to hefty order backlogs and ongoing wind farm installations, they have faced recent headwinds in the form of project slowdowns, rising interest rates, higher commodity costs and other issues, including, in some cases, defective turbines. \u003c/p\u003e\u003cp\u003eUS-based GE Vernova has been reeling from an incident involving an offshore turbine at the Vineyard Wind project off the coast of Massachusetts on July 13, when a 351-foot-long blade broke off and fell into the Atlantic Ocean, shattering into pieces. \u003c/p\u003e\u003cp\u003eGE Vernova reported that a “manufacturing deviation” that should have been caught at the factory caused the incident, according to an Aug. 9 joint statement from GE Vernova and Vineyard Wind. \u003c/p\u003e\u003cp\u003eThe incident happened two weeks before GE Vernova posted its second-quarter earnings report on July 24, which detailed a 44% decrease in turbine orders due primarily to the cancellation of a large offshore wind equipment order in the fourth quarter of the previous fiscal year. \u003c/p\u003e\u003cp\u003eGE Vernova’s wind business revenues were off 21% to $2.1 billion for the most recent quarter, although a drop in onshore wind deliveries was somewhat offset by revenues from executing offshore wind backlogs. \u003c/p\u003e\u003cp\u003e“Right now, wind remains [GE’s] most challenging segment,” CEO Scott Strazik said during the earnings call. “While we grew onshore backlog in the quarter, we remain cautious on the timing of an inflection in onshore orders as customers navigate the challenges that come with permitting new projects and higher interest rates.” \u003c/p\u003e\u003cp\u003eTurbine troubles have also plagued Siemens Gamesa, which remains in recovery mode after being reabsorbed by Siemen’s Energy, its parent company, in June 2023. The turbine manufacturer is grappling with serious flaws that have surfaced in some 15% to 30% of its already-installed 4.X and 5.X onshore wind turbines. Sales of those turbines have been on hold since the problems were discovered in June 2023. Thus, new orders plummeted 91% to $737.1 million for the company’s fiscal third quarter, the company said in an Aug. 7 earning statement. \u003c/p\u003e\u003cp\u003eEven with those problems, total revenues grew 25% to $2.8 billion for the quarter, driven by higher offshore revenue. “Despite all the challenges, we are optimistic about the future, and after the first nine months, we are well on track to meet our full-year guidance,” Siemens Energy CEO Christian Bruch said in an Aug. 12 letter to shareholders. \u003c/p\u003e\u003ch3\u003eOrders surge at Vestas, Nordex \u003c/h3\u003e\u003cp\u003eDenmark’s Vestas Wind Systems reported a jump in quarterly orders, while Germany’s Nordex SE boosted its overall order intake for the first half of the year. \u003c/p\u003e\u003cp\u003eAt Vestas, year-over-year wind turbine orders shot up 54% in the second quarter as the manufacturer’s turbine order backlog rose 41% to $30.9 billion. However, quarterly revenues fell 4% to $3.7 billion. \u003c/p\u003e\u003cp\u003eThe surge in orders primarily came from onshore development in Europe and Asia-Pacific, as well as a North Sea offshore project with German developer RWE, Vestas CEO Henrik Anderson said during the company’s Aug. 14 earnings call. The quarter’s largest onshore project was the 577-MW Golden Plains Stage 2 wind farm in Australia. \u003c/p\u003e\u003cp\u003eVestas will be investing in turbine production in Europe and the US, CFO Hans Smith said during the earnings call. First deliveries of the V236 15-MW offshore wind turbine are scheduled for 2025. The OEM is also increasing production in the US, Smith said. \u003c/p\u003e\u003cp\u003eAt Nordex, which focuses on onshore turbines, order intake increased 27% year over year for the first half, equaling 3.4 GW of turbine capacity. That came despite a decline in second-quarter orders, according to the company’s July 25 earnings report. \u003c/p\u003e\u003cp\u003e Between January and June, orders totaled 602 wind turbines for projects in 17 countries, with Germany, South Africa, Lithuania and Turkey among the strongest markets. Revenues for the period increased 16% to $3.6 billion. \u003c/p\u003e\u003cp\u003e“We continue to expect higher installation run rates during the second half of the year, similar to previous years,” José Luis Blanco, CEO of Nordex Group, said during the company’s July 25 earnings call. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com \"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Despite industry hiccups, project backlogs and installations keep wind turbine cargo flowing. Photo credit: Port of Corpus Christi. ","__typename":"Metadata"},"ModDate":"1724434579760","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1724429054000","TitlePlainText":"Healthy work orders come with turbine troubles for some wind manufacturers","Published":true,"Redirects":[{"Path":"/article/healthy-work-orders-come-with-turbine-troubles-for-some-wind-manufacturers-5710525","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile manufacturers remain optimistic for the longer term thanks to hefty order backlogs, they have faced recent headwinds in the form of project slowdowns, rising interest rates, higher commodity costs and, in some cases, defective turbines.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While manufacturers remain optimistic for the longer term thanks to hefty order backlogs, they have faced recent headwinds in the form of project slowdowns, rising interest rates, higher commodity costs and, in some cases, defective turbines.","__typename":"Document"},{"Id":"5708403_JournalOfCommerce","Attachments":[{"FileName":"5708400_0.1.jpg","FileType":"FeatureImage","Title":"Feature image","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eIn addition to turbines for building new wind farms, an increasing need to replace older wind turbines is driving demand for laydown space and handling capacity at Gulf of Mexico ports. \u003c/p\u003e\u003cp\u003eOlder turbines already producing energy in the central plains of the US, including north Texas, Nebraska, and Kansas, are aging out and being replaced by larger, more efficient components, Rodger Rees, CEO and port director of Galveston Wharves, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. These can produce twice as much power as those from a generation ago, he said. \u003c/p\u003e\u003cp\u003eWhile larger turbine components increase efficiency and reduce energy costs, they also complicate handling, storage and transport on both land and sea. Just since 2020, average “hub” heights — the greatest height reached by rotating blades — for onshore turbines in the West have increased from 135 meters to about 169 meters, according to a May report from S\u0026amp;P Global Commodity Insights. \u003c/p\u003e\u003cp\u003eEver-increasing blade sizes, along with larger towers, nacelles and other components, are contributing elements to this increased height. “In 2009, we [handled] blades that were in the 40-meter range. Now we’re seeing them in the 80.5-meter range,” Priscilla Torres, commercial business development and marketing manager for the Port of Corpus Christi, told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eCorpus Christi is recalibrating to accommodate these wind components, Torres said, adding wind cargo accounts for about 60% of the port’s breakbulk revenues in an average year. \u003c/p\u003e\u003cp\u003eWind cargo business was slow early in the year at Corpus Christi but is now on track for a steady flow of wind component shipments via vessel, rail and truck during the second half of 2024 and beyond, Torres said. “We think that the manufacturers are trying to catch up on those projects that already exist, while also welcoming new projects,” she said. \u003c/p\u003e\u003cp\u003eGalveston also got off to a slow start, moving 16,195 tons of wind cargo through May, down 18% from the same period of 2023. But it is also seeing some growth now. “Based on what we’ve got on the books coming in, we’ll pick that up and then some,” Rees said. \u003c/p\u003e\u003cp\u003eTurbine manufacturers that had done business with Galveston Wharves in the past have started reaching out to the port again because they have more, and larger, wind components to move that can be handled more easily there than at West Coast ports, Rees said. “It used to be that we’d get one or two ships a month here, and now we’re getting three to four ships a month,” he said. \u003c/p\u003e\u003cp\u003eWith wind, “it’s always a matter of space and laydown area,” a multipurpose carrier executive based in the US Gulf told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. When it comes to offshore wind, East Coast ports with available real estate are benefitting from the same equation, the source said. \u003c/p\u003e\u003cp\u003eManufacturers “move cargo around to where they can find space and know they will be able to move it out on truck or rail,” said the executive, who did not want to be identified. \u003c/p\u003e\u003cp\u003eIt’s a balancing act, he added: Ports want long-term, multi-year commitments from wind manufacturers who need space, while the manufacturers, who typically manage their own logistics, are reluctant to guarantee cargo very far ahead. \u003c/p\u003e\u003ch3\u003eRoom to grow \u003c/h3\u003e\u003cp\u003eDespite economic speed bumps, including increased financing and commodity costs, occasional local resistance and inadequate transmission capacity, onshore and offshore wind installations in North America are expected to grow by 55% and more than 700% (albeit from a minute base), respectively, from 2024 through 2030, according to S\u0026amp;P Global Clean Energy Technology Analytics. \u003c/p\u003e\u003cp\u003eOnshore capacity in the US will be about 173 gigawatts (GW) by the end of 2024 and increase to 269 GW by 2030. Offshore wind energy generating capacity is expected to be 1,635 MW by the end of 2024 and reach about 13 GW by 2030, according to S\u0026amp;P Global, parent company of the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eAs wind energy turbines expand in size, breakbulk ports along the Gulf of Mexico with the space and capacity to handle and store these larger pieces enjoy a distinct advantage over smaller, space-constrained ports. \u003c/p\u003e\u003cp\u003eGalveston’s rail clearances allow large wind components to move directly out of the port. “That’s why we’re getting a lot of play right now, because of our ability to get product out of here and not get it tied up somewhere like Houston, for instance,” Rees said. “Our rail goes around Houston, and it can go directly to the location of the fields.” \u003c/p\u003e\u003cp\u003eThe Port of Corpus Christi has conducted feasibility studies as it “want[s] to make sure that our infrastructure can support the size, the weight and the width five to 10 years from now,” Torres said. The port is investing in dock infrastructure, lay-down and storage space, and rail capabilities, including a yard able to accommodate the 20 to 27 blades that would make up an average “wind train,” she added. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003c/i\u003e\u003ca href=\"mailto:autumn@autumngiusti.com \"\u003e\u003ci\u003eautumn@autumngiusti.com\u003c/i\u003e\u003c/a\u003e.\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"A G2 Ocean general cargo vessel discharging wind turbines at the Port of Galveston. Photo credit: Galveston Wharves. ","__typename":"Metadata"},"ModDate":"1724274429233","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"10","Name":"Port News","Redirects":[{"Path":"/maritime/port-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Autumn Cafiero Giusti, Special Correspondent","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1724269688000","TitlePlainText":"Refurbishments, new projects driving Gulf of Mexico wind cargo uptick","Published":true,"Redirects":[{"Path":"/article/refurbishments-new-projects-driving-gulf-of-mexico-wind-cargo-uptick-5708403","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003ePorts along the US Gulf are beefing up infrastructure, equipment, capacity and dock strength to handle king-sized onshore turbines. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Ports along the US Gulf are beefing up infrastructure, equipment, capacity and dock strength to handle king-sized onshore turbines.","__typename":"Document"},{"Id":"5704827_JournalOfCommerce","Attachments":[{"FileName":"5704828_1.0.jpg","FileType":"FeatureImage","Title":"3688341_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eIt’s a seemingly paradoxical roll-on/roll-off (ro/ro) market. Freight rates have climbed, global demand for high and heavy ro/ro cargo has softened, and tight capacity has held back volumes. But high and heavy rolling stock maintained its percentage of volume share nonetheless, according to two key operators of such vessels. \u003c/p\u003e\u003cp\u003eAlthough volumes for Wallenius Wilhelmsen and Höegh Autoliners fell in absolute terms in the first half, both carriers said in separate earnings reports this week that high and heavy continued to contribute about 25% of total volumes, unchanged from 2023. \u003c/p\u003e\u003cp\u003ePort congestion and vessel diversions around southern Africa have reduced capacity and thus overall cargo volume for the ro/ro carriers, even as freight rates climb. Wallenius Wilhelmsen said its net rate was $60 per cubic meter in the first half, up from $50 per cubic meter in the same 2023 period, while Höegh Autoliners saw its net rate climb to $83 per cubic meter from $75 per cubic meter last year. \u003c/p\u003e\u003cp\u003eThose higher rates helped drive Wallenius Wilhelmsen’s first-half net profit up 2% to $516 million, while its revenue was unchanged at $2.6 billion. Höegh Autoliners grew its net profit 16% to $289 million, even as revenues slipped 6% to $669 million. \u003c/p\u003e\u003ch2\u003eIncreased capex to push high and heavy rebound \u003c/h2\u003e\u003cp\u003eWallenius Wilhelmsen’s high and heavy volumes dropped 19% year over year to 3.3 million cubic meters in the second quarter, due primarily to reduced demand, the company said. \u003c/p\u003e\u003cp\u003eGlobal investment in farm and construction equipment has softened considerably, but the demand from the mining sector is holding up, CEO Lasse Kristoffersen said during an interim results webcast Tuesday. However, the carrier expects a rebound in volumes going into 2025, Kristoffersen said. \u003c/p\u003e\u003cp\u003eHöegh handled 1.7 million cubic meters of high and heavy cargo during the first half, a 15% year-over-year decline, but CEO Andreas Enger said in an earnings call Wednesday that he expects volumes to bounce back over the next two years. \u003c/p\u003e\u003cp\u003eAccording to July’s S\u0026amp;P Global Trade Atlas, quoted by Höegh during its earnings presentation, global high and heavy equipment sales are expected to reach $226 billion this year, $234 billion in 2025 and $243 billion in 2026. In 2023, rebounding from the COVID-19 pandemic, global high and heavy sales were also $243 billion. S\u0026amp;P Global is the parent company of the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eHöegh’s presentation noted several positive signs of future demand. \u003c/p\u003e\u003cp\u003e“US construction activity has seen robust growth, mainly due to the massive federal funding towards manufacturing and mega projects,” the carrier said. “Sales of European construction equipment are expanding. Shipments of construction equipment from Asia have seen a renewed export push driven by Chinese manufacturers.” \u003c/p\u003e\u003cp\u003eSimilarly optimistic, Wallenius Wilhelmsen said it expects high and heavy volumes to rise thanks to “lower interest rates and curbs on inflation” that will drive investment in infrastructure, energy and utilities, which in turn will spur demand for construction machinery, especially in North America. \u003c/p\u003e\u003cp\u003e“The mining industry is reporting high profits, and analysts are predicting increased capital expenditure in 2024,” the report added. “Major manufacturers of mining equipment are reporting high order backlogs and solid demand.” \u003c/p\u003e\u003cp\u003eIn another sign of confidence, Enger said Höegh is “introducing vessels with additional high and heavy capacity and more cargo flexibility,” referring to the carrier’s Aurora-class pure car and truck carriers (PCTCs), which have strengthened decks and enhanced internal ramp systems to handle heavier cargoes, including high and heavy rolling stock. \u003c/p\u003e\u003cp\u003eHöegh took delivery of the first of 12 9,100-car equivalent unit PCTCs, \u003ci\u003eHöegh Aurora\u003c/i\u003e, in July and will receive two more vessels in the next few weeks, he said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003ca href=\"mailto:keithwallis@hotmail.com\"\u003ekeithwallis@hotmail.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Keith Wallis, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Ro/ro carriers working cargo at the Colonel’s Island Terminal at the Port of Brunswick, Ga. Photo credit: Georgia Port Authority.","__typename":"Metadata"},"ModDate":"1724057956533","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1723831913000","TitlePlainText":"Ro/ro cargo rates rise despite falling demand","Published":true,"Redirects":[{"Path":"/article/roro-cargo-rates-rise-despite-falling-demand-5704827","__typename":"Redirect"},{"Path":"/article/roro-cargo-rates-rise-despite-falling-demand_20240816.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eMajor roll-on/roll-off carriers reported climbing net rates in the first half even as demand for machinery and rolling stock faltered and a congested shipping market tightened capacity. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Major roll-on/roll-off carriers reported climbing net rates in the first half even as demand for machinery and rolling stock faltered and a congested shipping market tightened capacity.","__typename":"Document"},{"Id":"5703049_JournalOfCommerce","Attachments":[{"FileName":"5703050_1.0.jpg","FileType":"FeatureImage","Title":"3688336_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eDespite strong demand, scattered project slowdowns and cancellations due to red tape and a tougher global financing environment are fostering a new realism among heavy transportation and engineering companies, industry executives said. \u003c/p\u003e\u003cp\u003eSeveral major offshore wind (OSW) projects — key generators of project cargo — have been scrapped or slowed. In the US, for example, Danish developer Orsted cancelled 2,400-megawatt (MW) Ocean Wind I and II, to be built in New Jersey waters, in late 2023. Orsted also withdrew from commitments to build 966-MW Skipjack I and II off the coast of Maryland, although it continues advanced development and permitting work, according to the Energy Information Administration. \u003c/p\u003e\u003cp\u003eBeyond macroeconomic issues, red tape and bureaucratic hurdles often stymie progress, but the heavy transport industry is well-occupied nonetheless thanks to global projects focused on power generation, infrastructure, and manufacturing. \u003c/p\u003e\u003cp\u003e“The heavy transportation and engineering market remains very busy,” said Yannick Sel, group commercial director for projects at Belgium-headquartered heavy transportation company Sarens. While some projects have been postponed, this only serves to make the supply chain outlook more realistic, in his opinion. “With all the projects that were planned, the supply chain would never [have been] able to deliver,” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eHowever, Riccardo Tippmann, a heavy transport and lifting consultant who was formerly a director at Italian heavy transport and lifting company Fagioli, is less upbeat about the sector. The market has slowed in the past year, and “the unstable economic situation and the weak political situation in Europe does not help. The US elections will also play an important role which in some way may affect development in Europe as well,” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003e“While the oil and gas industry is continuing to develop out of Europe and new investments are planned in India and the Middle East, there appears to a slowing down in renewable energy in Europe,” said Tippmann. \u003c/p\u003e\u003ch2\u003eA shift in focus \u003c/h2\u003e\u003cp\u003eOil majors including Shell, Exxon and BP are shifting at least some focus from renewable energy projects including green fuels and wind to traditional oil and gas development, according to corporate sources including earnings reports and strategy documents that cite lackluster returns, rising costs and increased competition for these decisions. \u003c/p\u003e\u003cp\u003eOffshore wind developers are \u003ca href=\"https://www.joc.com/article/uncertainty-over-inflation-reduction-act-slows-us-onshore-offshore-wind-projects_20231222.html\"\u003esuffering from a reality check\u003c/a\u003e thanks to rising commodity prices, interest rate hikes, and supply chain bottlenecks that have put pressure on them, business consultant McKinsey said in a wind energy report released July 15. \u003c/p\u003e\u003cp\u003eIn the UK, for example, offshore wind failed to attract a single bid in a fifth round of bidding for government-backed renewable energy projects last September. \u003c/p\u003e\u003cp\u003eHowever, Britain’s new Labor government has increased the country’s offshore wind energy targets to 60 gigawatts (GW) by 2030 including 5 GW for floating offshore wind. To incentivize potential bidders in the sixth round of bidding, which closed in August, Britain’s new Labor government increased subsidies by 50% to almost $2 billion, including $1.4 billion for offshore wind development. \u003c/p\u003e\u003cp\u003eDespite setbacks, the offshore wind industry holds significant room for growth, the McKinsey report said. “In theory, there is potential for 20,000 GW of fixed offshore wind, in addition to 50,000 GW of floating offshore wind capacity globally,” the report said. \u003c/p\u003e\u003cp\u003eIn North America, power and infrastructure projects continue to invigorate heavy transport and engineering. Jeff Latture, executive vice president of Tennessee-headquartered heavy lift company Barnhart Crane \u0026amp; Rigging, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that while high interest rates have slowed capital construction, “We seem to be in a good place in the economy with a steady flow of projects, which is much [healthier] than a boom/bust cycle. Power demand continues to be a primary driver.” \u003c/p\u003e\u003cp\u003eThe return of manufacturing to North America, especially the US, has created demand for heavy lift and heavy-haul services \u003ca href=\"https://www.joc.com/article/super-load-cargo-expected-arrive-ohio-chip-plant-week_20240716.html\"\u003eto move presses and other machinery and equipment\u003c/a\u003e, Latture said. \u003c/p\u003e\u003cp\u003eAnd despite turmoil in the Red Sea and reported slowdowns and scaling back at Saudi Arabia’s nearly \u003ca href=\"https://www.joc.com/article/breakbulk24-uncertainty-driving-holistic-approach-project-logistics-shippers_20240429.html\"\u003e$1.7 trillion NEOM project\u003c/a\u003e, the Middle East remains an active project market, Sel said. \u003c/p\u003e\u003ch2\u003eMajor headaches \u003c/h2\u003e\u003cp\u003eWhile the business outlook for the heavy lift and transportation sector remains generally positive, ESTA, a Netherlands-based lobbying group for European heavy-haul transport and mobile crane operators, said bureaucracy and creaking infrastructure create significant headwinds in Europe, \u003ca href=\"https://www.joc.com/article/heavy-haul-sector-urged-participate-creation-multimodal-freight-network-map_20240523.html\"\u003esimilarly to the US.\u003c/a\u003e\u003c/p\u003e\u003cp\u003eThis makes the industry “less safe and less efficient, raising costs for our clients and ultimately for the consumer,” ESTA Director Ton Klijn told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Just getting wind turbines from a factory to the port or their onshore location can result in lengthy and time-consuming detours and delays because far too many of Europe’s road and bridges simply can’t take the loads,” he said. \u003c/p\u003e\u003cp\u003e“It is essential — for the efficiency of European industry as a whole — that we urgently prioritize investment in infrastructure, at the very least on key trading routes,” Klijn added. Recent repeated road closures around the Port of Hamburg underlined the need for urgent infrastructure investment, he said. \u003c/p\u003e\u003cp\u003eThe rules for marking, lighting and escorting heavy loads differ from country to country across Europe, even though the trucks, equipment and loads are the same, he said. “It makes no sense at all — yet getting agreement on such a simple and obvious [simplification] has already taken years and we have not managed it yet,” he told the \u003ci\u003eJournal of Commerce\u003c/i\u003e.  \u003c/p\u003e\u003cp\u003eIn an unusual twist, heavy-haul operators in Germany can even see permits cancelled if loads are underweight and undersized, Klijn said. Current regulations allow for a 5% variation in weight or a 6-inch (15 centimeter) variation in size; variations beyond those margins and permits can be cancelled. \u003c/p\u003e\u003cp\u003e“The situation where a permit can be deemed null and void because a load is slightly undersize defies belief, and authorities should be more flexible when loads are under weight or under sized, because they pose no additional threat to weak roads and bridges,” Klijn told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e   \u003c/p\u003e\u003cp\u003e“Europe-wide, we need common, sensible, properly enforced regulations that will not just make the industry more efficient but also safer, as everyone will know what the rules are and what they have to do to comply with them,” Klijn said.  \u003c/p\u003e\u003ch2\u003eIndustry reconfiguration \u003c/h2\u003e\u003cp\u003eNetherlands-headquartered conglomerate SHV, the parent company of Mammoet, the world’s largest heavy transportation and engineering company, scrapped \u003ca href=\"https://www.joc.com/article/owner-puts-heavy-lift-giant-mammoet-sale_20230324.html\"\u003ea 2023 plan to sell Mammoet\u003c/a\u003e because it was unable to find a buyer, but said this spring that “the intent to divest Mammoet remains.” \u003c/p\u003e\u003cp\u003eIn July, Mammoet launched an initiative which involves splitting its operations into two separate divisions — large projects and crane rentals — with the global projects business headed by Mammoet COO Jan Kleijn and crane rentals fronted by Wouter van Noort, currently European regional director. \u003c/p\u003e\u003cp\u003eIn creating a separate equipment rental business, Mammoet joins other companies including Sarens, Tippmann told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Specialized high value equipment rental is beneficial for firms wanting to limit their investment when they just need special equipment for a limited period. But too many companies renting equipment can saturate the market, leading to lower prices and therefore lower margins.” \u003c/p\u003e\u003cp\u003eHeavy transport and lift companies renting out their own equipment can also be a sign that they are not able to keep all their equipment busy. “Sometimes, if you look at certain rental rates, they are just in line with pure depreciation values,” Tippmann noted. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003ca href=\"mailto:keithwallis@hotmail.com\"\u003ekeithwallis@hotmail.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Keith Wallis, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Sarens’ 2,500-metric-ton lift capacity crawler crane working with cargo at the company’s facility in Rostock, Germany. Photo credit: Sarens.","__typename":"Metadata"},"ModDate":"1723793185433","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"32","Name":"Heavy-haul transport","Redirects":[{"Path":"/maritime/breakbulk-news/heavy-haul-transport","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1723747362000","TitlePlainText":"Transportation industry welcomes project cargo ‘reality check’","Published":true,"Redirects":[{"Path":"/article/transportation-industry-welcomes-project-cargo-reality-check-5703049","__typename":"Redirect"},{"Path":"/article/transportation-industry-welcomes-project-cargo-reality-check_20240815.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eProject slowdowns ease pressure on heavy transport service providers and the breakbulk supply chain, injecting realism into schedules, but a buoyant outlook could mask signs of stress, executives say. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Project slowdowns ease pressure on heavy transport service providers and the breakbulk supply chain, injecting realism into schedules, but a buoyant outlook could mask signs of stress, executives say.","__typename":"Document"},{"Id":"5703233_JournalOfCommerce","Attachments":[{"FileName":"5703234_1.0.jpg","FileType":"FeatureImage","Title":"3688321_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eToepfer’s monthly multipurpose forecast index, the TMI, has come in at $13,305 per day for August, breaching the $13,000 mark for the first time in a year. Drewry’s August MPV index forecast is $9,245, while July’s actual increase slightly outpaced July’s forecast, coming in at $9,212 per day rather than the expected $9,201. \u003c/p\u003e\u003cp\u003eAmid a milder-than-typical summer slowdown, \u003ca href=\"https://www.joc.com/article/ningbo-explosion-closes-port-adds-worsening-asian-bottlenecks_20240809.html\"\u003econgestion,\u003c/a\u003e and continued disruption stemming from risk in the Red Sea, demand for MPV tonnage in the Middle East and Asia is bolstering the market and thus, the TMI, according to Hamburg-based shipbroker Toepfer’s August MPV report. A few operators are nailing down period-charter tonnage at relatively high levels, implying an underlying “unbroken faith” that breakbulk and project cargo demand coupled with \u003ca href=\"https://www.joc.com/article/breakbulk24-pressure-capacity-will-shrink-mpvhl-fleet-carriers_20240426.html\"\u003ea tight supply of tonnage\u003c/a\u003e will continue to support the market for both the medium and longer terms, the report said. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"d1115f30-ee68-4937-b6e3-baf70a5e1b91\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eThe multipurpose/heavy-lift (MPV/HL) market is “stabilized and trending slightly upward — not huge swings, but it’s healthy,” a US-based MPV/HL carrier executive who did not want to be identified told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “People are able to make money. Not crazy amounts, but better than losses or break-evens. \u003c/p\u003e\u003cp\u003e“Back in 2019, [rates] were always below where owners could make money,” the source added. “Now we are up [some] 20% to 40% ... It’s not crazy like the pandemic, but shipowners can make money.” \u003c/p\u003e\u003cp\u003eIn July of 2022, during the height of the COVID spillover market, the TMI topped out at $23,099 per day. Although well down from that high, the index remains above pre-pandemic market levels; during the summer of 2020, it averaged less than $6,500 per day. \u003c/p\u003e\u003cp\u003eToepfer index respondents expect the TMI to be up 1.7% in six months and up 3.56% in 12 months, while larger second-hand MPVs are in short supply, bolstering second-hand prices, according to the report. \u003c/p\u003e\u003ch2\u003eDemand drives up Drewry \u003c/h2\u003e\u003cp\u003eDespite an apparent summer “dip” in demand for smaller short-sea-sized vessels, Drewry said in its report that demand for larger MPVs was enough to drive up the index. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"13c252e3-0f18-43b8-9903-e796a0e2c62a\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eHigh container rates are helping MPVs with lower lift capacities as they gather in more mode-malleable cargo looking for competitive solutions, Peter Molloy, senior analyst for multipurpose shipping with Drewry, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. Other than a few “one-off” situations, Drewry respondents are not seeing any unusual numbers of containers move on MPVs, Molloy said. \u003c/p\u003e\u003cp\u003eDrewry’s MPV Index is a weighted average of day rates for three bands of vessel sizes: 5,000 to 7,500 deadweight tons (dwt), 10,000 to 15,000 dwt and 15,000 to 20,000 dwt. The smaller dwt band includes low to ungeared vessels used primarily in European short-sea trades. \u003c/p\u003e\u003cp\u003eToepfer’s TMI is based on expected average rates for six- to 12-month time charters for 12,500 dwt “F-Type” vessels with safe working loads (SWLs) of 240 metric tons to 360 metric tons, as reported to Toepfer by owners and operators. Toepfer addresses the short-sea market, as well as other markets, in separate reports. \u003c/p\u003e\u003ch2\u003eThe bulk factor \u003c/h2\u003e\u003cp\u003eThe Baltic Exchange’s Handysize Index (BHSI) reached 761 as of July 31, a negligible change from 763 in late June, but still up 93% year over year, according to the Baltic Exchange as reported by \u003ca href=\"https://www.pacificbasin.com/en/ir/industry.php\"\u003eHong Kong-based bulk carrier Pacific Basin\u003c/a\u003e. The BHSI, a measure of the strength of spot freight earnings for 38,000 dwt dry bulk vessels, reached its pandemic market high of 2,062 on Oct. 20, 2021. \u003c/p\u003e\u003cp\u003eAs of Aug. 2, according to the Baltic Exchange as reported by Pacific Basin, the average spot market time charter (TC) rate for a standard 38,000-dwt bulker was $12,977 per day, while for a 28,000-dwt bulker, the net TC average was $11,109 per day. TC rates are a measure of daily revenue performance and do not include voyage costs. \u003c/p\u003e\u003cp\u003eStable or increasing handysize rates are a good sign for the MPV sector, especially for MPVs with smaller lift capacities, as they imply there is ample demand for minor bulk cargoes such as steel pipes and forest products, as well as grain and other true bulks that MPVs often carry. \u003c/p\u003e\u003cp\u003e“We rely on bulk to get out of certain areas,” the carrier executive said. “When handys are earning $20,000 to $30,000 a day we are at about half that level — our vessels are smaller — [and] that’s decent enough to get back to a trading area.” \u003c/p\u003e\u003cp\u003eOngoing turmoil in the Red Sea region, alternative routing, \u003ca href=\"https://www.joc.com/article/lag-higher-contract-rates-drive-second-half-profitability-maersk-cfo_20240807.html\"\u003econgestion and high container rates\u003c/a\u003e are among the factors supporting MPV rates. The container market seems to be “continu[ing] sideways,” according to the Toepfer monthly container report. \u003c/p\u003e\u003cp\u003eIn the US, longer-term project cargo prospects “depend on interest rates and the [US] election,” the carrier executive said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003ca href=\"mailto:janet.nodar@spglobal.com\"\u003ejanet.nodar@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"A dockworker handling breakbulk steel at the Port of New Orleans. Photo credit: Port NOLA.","__typename":"Metadata"},"ModDate":"1723793265510","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1723464000000","TitlePlainText":"Tight capacity, expected demand bolster August MPV indices","Published":true,"Redirects":[{"Path":"/article/tight-capacity-expected-demand-bolster-august-mpv-indices-5703233","__typename":"Redirect"},{"Path":"/article/tight-capacity-expected-demand-bolster-august-mpv-indices_20240812.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAn “unbroken faith” in the underlying strength of the breakbulk market is pushing up indices and bolstering the optimism of multipurpose carriers, analysts say. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"An “unbroken faith” in the underlying strength of the breakbulk market is pushing up indices and bolstering the optimism of multipurpose carriers, analysts say.","__typename":"Document"},{"Id":"5703112_JournalOfCommerce","Attachments":[{"FileName":"5703113_1.0.jpg","FileType":"FeatureImage","Title":"3688292_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThe quarterly Multipurpose Sentiment Index (MSI) reveals increasing optimism on the part of MPV carriers, owners and operators, but that is the result of shipping disruptions and tight capacity rather than increasing cargo demand, according to a report released this week. \u003c/p\u003e\u003cp\u003eIt’s a bit similar to “finding $10 on the sidewalk,” said Justin Archard, managing director of Hamburg based One World Shipbrokers, which produces the MSI. “It’s a good day. Stick it your pocket; no questions asked.” \u003c/p\u003e\u003cp\u003eThe MSI is at 54.3 for the third quarter, up from the previous edition’s 53.6. Respondents expect the index to be at 55.7 in a year. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"786f5e4f-5fc9-4e6f-9869-c522bb2bbf2a\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eThe MSI tracks market sentiment rather than daily charter rates, averaging responses from an anonymous group of 15 to 25 global multipurpose vessel owners and operators to a set of breakbulk shipping-related questions. A reading of 50 is neutral; scores below 50 show pessimism or wariness, while scores above 50 indicate optimism. Respondents polled higher across all index questions, the report said. \u003c/p\u003e\u003cp\u003eDisruption in the Red Sea and Gulf of Aden and early restocking appear to underpin the current optimism in the segment, as “no one is saying cargo volumes are great,” Archard told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eShort-term cargo volumes, some of that “mode-malleable” cargo moving out of containers as rates climb, and the forward order book have both ticked upward over the last three reports. But those are reflections of disturbance in the container market and tightening capacity caused by longer voyages around southern Africa rather than true demand growth. These factors are supporting time-charter equivalents (TCEs) — a measure of profitability in the MPV segment — and affect the time charter market, as “those with ships are loathe to let them go ... this is both a symptom of the market and the product of a shallow order book,” Archard said. \u003c/p\u003e\u003cp\u003eMeanwhile, “quality tonnage is slipping into over-age tonnage,” as the MPV fleet ages, he said, further tightening capacity because many project cargo shippers prefer younger ships. MPVs built after 2009 are being held close by owners, leaving operators seeking to charter in tonnage with “bum” choices, he added. \u003c/p\u003e\u003cp\u003e“This is a moving dynamic and one that isn’t going to get any better for the operators,” Archard said. “The price of building is high and the rules are changing. So perhaps the question we should be considering is ‘when will operators bite the bullet and become builder/owners?’” \u003c/p\u003e\u003cp\u003eWhile a few new, highly efficient MPVs and heavy-lift vessels \u003ca href=\"https://www.joc.com/article/carriers-aal-bbc-expand-mpv-heavy-lift-fleets-new-orders-deliveries_20240522.html\"\u003eare now being delivered\u003c/a\u003e to BBC Chartering, AAL, Harren Group and others, those generally replace capacity rather than expand it. There is still little to no sign of outside investment in the MPV segment. \u003c/p\u003e\u003ch2\u003eProceed with caution \u003c/h2\u003e\u003cp\u003eSeveral survey respondents mentioned signs — such as requests for bids — that bode well for the future project market and thus for MPVs. However, while agreeing that the outlook is strong for MPVs despite rising geopolitical tensions, one respondent noted in the report that tensions could eventually restrict access to important project countries in the Middle East and other regions. \u003c/p\u003e\u003cp\u003eAlso, as part of a strategy to dominate cargo segments such as wind and pulp in regions including Africa, Latin America and the Middle East, Chinese and European shipowners \u003ca href=\"https://www.joc.com/article/open-hatch-mpv-ship-orders-sharply-outlook-fleet-changes_20240318.html\"\u003ehave ordered a significant number of 60,000- to 80,000-dwt MPVs\u003c/a\u003e, some with heavy-lift-capable cranes, the same respondent noted. The challenge will come when and if these regional economies falter and these new assets are deployed into traditional MPV markets, he said. That, along with the potential for increased near-shore production, has the potential to “dramatically decrease” ton-mile demand in the MPV sector, the respondent said. \u003c/p\u003e\u003cp\u003e“In such an unclear world, capital markets are likely to remain cautious about lending,” and vessel owners should proceed with caution, he said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003ca href=\"mailto:janet.nodar@splobal.com\"\u003ejanet.nodar@splobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"As container rates increase, some mode-malleable cargoes such as steel coils are flowing back to breakbulk modes. Photo credit: levgen Postovyk / Shutterstock.","__typename":"Metadata"},"ModDate":"1723793217843","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1722600000000","TitlePlainText":"Disruptions, tight capacity boost quarterly MPV sentiment index","Published":true,"Redirects":[{"Path":"/article/disruptions-tight-capacity-boost-quarterly-mpv-sentiment-index-5703112","__typename":"Redirect"},{"Path":"/article/disruptions-tight-capacity-boost-quarterly-mpv-sentiment-index_20240802.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe latest iteration of the multipurpose sentiment index reveals short-term optimism and little relief in sight for longer-term capacity pressures. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The latest iteration of the multipurpose sentiment index reveals short-term optimism and little relief in sight for longer-term capacity pressures.","__typename":"Document"},{"Id":"5703243_JournalOfCommerce","Attachments":[{"FileName":"5703244_1.0.jpg","FileType":"FeatureImage","Title":"3688247_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eUncertain economic conditions and global supply chain disruptions caused two of Europe’s largest breakbulk ports — Rotterdam and Antwerp-Bruges — to report lower volumes in the first half of 2024. Both ports said declining trade volumes with Britain also hurt their roll-on/roll-off (ro/ro) numbers in H1. \u003c/p\u003e\u003cp\u003eAt Rotterdam, breakbulk tonnage, which includes cargo such as finished steel products, dropped 10.5% to 3.1 million metric tons (mt) in the first half from 3.4 million mt in the same period last year. “This was due to the containerization of general cargo and the shifting of various cargo packages to other ports,” the port said in a statement. \u003c/p\u003e\u003cp\u003eConventional breakbulk volumes at Antwerp-Bruges picked up in the second quarter compared with the first three months, but overall, first-half figures were down 6.2% to 5 million mt compared with the first half of 2023, the port said in a statement. \u003c/p\u003e\u003cp\u003eNorth Sea Port, a 60-kilometer cross-border port area that includes Vlissingen on the North Sea in the Netherlands and Ghent, Belgium, which is 32 km inland, saw better results. Breakbulk volumes there rose 4% to 5.2 million mt in the first half, while ro/ro volumes held steady at 1.9 million metric tons, according to a statement. The port expects limited growth in cargo volumes for the full year. \u003c/p\u003e\u003ch2\u003eCongestion, uncertainty hamper ro/ro shipments \u003c/h2\u003e\u003cp\u003eAt Rotterdam, ro/ro traffic decreased 4% to 12.8 million mt in the first half. Ro/ro volumes typically include shipments of heavy machinery, vehicles and industrial project cargo. \u003c/p\u003e\u003cp\u003eWhile ro/ro and breakbulk are expected to increase slightly for the year as whole, that depends to some extent on a recovery in European industry, said Port of Rotterdam Authority CEO Boudewijn Siemons. \u003c/p\u003e\u003cp\u003eAntwerp-Bruges, which includes a large ro/ro port at Zeebrugge, said total ro/ro volumes fell 5.7% to 10.3 million mt in the first half. That includes a 9% drop in vehicle shipments, to 1.7 million automobiles. Vehicle shipments slid because of the terminal congestion caused by disrupted vessel schedules, as ships continue to reroute around South Africa’s Cape of Good Hope to avoid militant attacks in the Red Sea. \u003c/p\u003e\u003cp\u003eA drop in demand also held back volumes, the port said. The slump incorporates a 46% drop in second-hand vehicle volumes, a 23% drop in high-and-heavy shipments and an 18% decrease in truck volumes. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003ca href=\"mailto:keithwallis@hotmail.com\"\u003ekeithwallis@hotmail.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Keith Wallis, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Breakbulk forest products in slings at North Sea Port. Photo credit: North Sea Port.","__typename":"Metadata"},"ModDate":"1723793268963","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"32","Name":"Heavy-haul transport","Redirects":[{"Path":"/maritime/breakbulk-news/heavy-haul-transport","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1721656944000","TitlePlainText":"H1 breakbulk, ro/ro tonnage down at Rotterdam, Antwerp-Bruges","Published":true,"Redirects":[{"Path":"/article/h1-breakbulk-roro-tonnage-down-at-rotterdam-antwerp-bruges-5703243","__typename":"Redirect"},{"Path":"/article/h1-breakbulk-roro-tonnage-down-rotterdam-antwerp-bruges_20240722.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWeaker demand, congestion and supply chain disruptions held back volumes at two of Europe’s largest breakbulk ports during the first six months of the year. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Weaker demand, congestion and supply chain disruptions held back volumes at two of Europe’s largest breakbulk ports during the first six months of the year.","__typename":"Document"},{"Id":"5703132_JournalOfCommerce","Attachments":[{"FileName":"5703133_1.0.jpg","FileType":"FeatureImage","Title":"3688228_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eA 458-ton “super load” of chip manufacturing equipment, the 13th of 24 heavy-haul loads bound for a silicon chip plant under construction in Licking County, Ohio, will arrive onsite Tuesday. \u003c/p\u003e\u003cp\u003eFrom barge discharge on the Ohio River to the construction site, each segment of the parade of heavy-haul loads takes about nine days to cover the 172-mile route. Planning and executing the moves is a massive undertaking for Ohio’s Department of Transportation (ODOT) and the legion of transport providers, escorts, affected municipalities and other entities involved. \u003c/p\u003e\u003cp\u003eThe heavy loads are bound for two semiconductor fabrication plants under construction for technology giant Intel at a cost of about $28 billion. Engineering, procurement and construction (EPC) company Bechtel is the general contractor for the project. \u003c/p\u003e\u003cp\u003eIntel has received an $8.5 billion grant and about $11 billion in \u003ca href=\"https://www.joc.com/article/navigating-cargo-preference-key-us-energy-buildout_20240606.html\"\u003eloans from the federal government\u003c/a\u003e to support the Ohio project and three more projects planned for the US, \u003ca href=\"https://www.enr.com/articles/58536-leading-the-next-generation-of-chips\"\u003eaccording to construction industry publication Engineering News-Record\u003c/a\u003e. \u003c/p\u003e\u003ch2\u003eInching across Ohio \u003c/h2\u003e\u003cp\u003e“These are not loads that you pull into the nearest parking lot and call it a day,” Ohio Department of Transportation spokesman Matt Bruning told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “You have to pre-stage where you would park something like this for the overnights.” \u003c/p\u003e\u003cp\u003eShelbyville, Ky.-based Edwards Moving \u0026amp; Rigging, which specializes in over-dimensional transport, is transporting the super load for Intel. Even for an established heavy hauler, the load’s distinct components and characteristics set it apart from other oversize transports, Doug Johnson, Edwards’ project manager, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e while in transit with the load last week. \u003c/p\u003e\u003cp\u003eMeasuring 23 feet tall, 20 feet wide and 280 feet long — almost as long as the Statue of Liberty is tall — the load consists of an air compressor known as a “cold box,” which is used in silicon chip manufacturing. “This is kind of a new experience for us as far as things that are this out of the ordinary and [moving] over this long of a distance,” Johnson said. \u003c/p\u003e\u003cp\u003eThe Intel-bound transports have been making their way across the same route one by one since March, beginning with discharge from a barge at a dock on the Ohio River in Adams County and ending at the Intel site in Licking County. Of those loads, this week’s move is the second of four extra-large super loads, which will all weigh at least 450 US tons, according to ODOT. \u003c/p\u003e\u003ch2\u003eSuper-sized planning \u003c/h2\u003e\u003cp\u003ePlanning just the cold box move \u003ca href=\"https://www.joc.com/article/us-heavy-haul-road-sector-hampered-lack-coordination-among-states_20240301.html\"\u003ehas taken a year and a half\u003c/a\u003e, while executing has required a convoy of bucket trucks, police escorts and 40 to 50 professionals, including utility and power personnel and about a dozen Edwards drivers, spotters and superintendents. ODOT’s Bruning is among those traveling across the state with the convoy. \u003c/p\u003e\u003cp\u003e“To make this route, this isn’t just ODOT drawing lines on a map. There’s a lot of different stakeholders that have to be brought into the room,” Bruning said. \u003c/p\u003e\u003cp\u003eJohnson said Edwards began holding weekly meetings with ODOT in December 2022. Preparations included securing permitting, surveying the route, moving signs, signals and power lines and planning for what-if scenarios. \u003c/p\u003e\u003cp\u003eThe rest of the heavy cargo moves have or will also require extensive planning. Earlier this year, New York-based carrier Bay Crane hauled several of the earlier super loads, transporting equipment to a plastics recycling center that will support the nearby Intel facility. \u003c/p\u003e\u003cp\u003e“We were the test case dummy to go through routing and see what issues there were,” Brian Gibson, president of Bay Crane Midwest, told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e\u003c/p\u003e\u003cp\u003eAlthough they are competitors, Bay Crane supplied cranes to help Edwards with the initial offload from barge to heavy-haul equipment, and Edwards rode along with Bay Crane to compare notes on clearing utility lines, Gibson said. “We’ve been working back and forth throughout the whole process,” he said. \u003c/p\u003e\u003cp\u003eWhen it was Edwards’ turn for transport, Johnson said the carrier relied on two dual-lane Goldhofer trailers — one with eight axles and the other with 10 — which feature bolsters that act as turntables to facilitate sharp turns. \u003c/p\u003e\u003cp\u003eTo maneuver around traffic signals mounted on steel-mast arms, Bruning said ODOT purchased a piece of equipment that functions as a giant wrench to push up and move the signal arm out of the way so the load can pass through. \u003c/p\u003e\u003cp\u003eJust before the last leg of the 13th haul, Bruning told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that the transport has remained on schedule, with the only hiccups being high-voltage power lines that were lower than anticipated because of July’s high temperatures, along with what he described as a minor mechanical issue. \u003c/p\u003e\u003cp\u003e“All of those have been met and dealt with, and so the load has continued to reach its destination on schedule,” he said, adding that crews were able to shave two days off the transit time. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003ca href=\"mailto:autumn@autumngiusti.com\"\u003eautumn@autumngiusti.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Autumn Cafiero Giusti, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Heavy-haul carriers and escorts maneuver a 458-ton air compressor bound for a new silicon chip manufacturing plant through central Ohio. Photo credit: Ohio Department of Transportation.","__typename":"Metadata"},"ModDate":"1723793227347","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"32","Name":"Heavy-haul transport","Redirects":[{"Path":"/maritime/breakbulk-news/heavy-haul-transport","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1721147817000","TitlePlainText":"‘Super load’ cargo expected to arrive at Ohio chip plant this week","Published":true,"Redirects":[{"Path":"/article/super-load-cargo-expected-to-arrive-at-ohio-chip-plant-this-week-5703132","__typename":"Redirect"},{"Path":"/article/super-load-cargo-expected-arrive-ohio-chip-plant-week_20240716.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eA 458-ton cold box, one of 24 heavy-haul transports bound for Intel’s newest chip plant, is inching its way across Ohio after a year-plus of planning. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"A 458-ton cold box, one of 24 heavy-haul transports bound for Intel’s newest chip plant, is inching its way across Ohio after a year-plus of planning.","__typename":"Document"},{"Id":"5192300_JournalOfCommerce","Attachments":[{"FileName":"5192301_1.0.jpg","FileType":"FeatureImage","Title":"3688219_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eMediterranean Shipping Co. will complete its friendly $698 million acquisition of Norway’s Gram Car Carriers by July 25 after Gram confirmed that all regulatory approvals have been received for the takeover. These include the authorities in Ukraine, Portugal and Japan, Gram said in a regulatory filing Thursday to the Oslo stock exchange. \u003c/p\u003e\u003cp\u003eThe deal marks MSC’s return to the booming car carrier market that it exited in March 2023 when it sold its two vehicle carriers to focus on transporting vehicles in containers. \u003c/p\u003e\u003cp\u003eGram said shareholders controlling 97% of the company’s stock have accepted MSC’s offer, made through its SAS Shipping Agencies Services affiliate, and MSC will now make a compulsory acquisition of the remaining shares. MSC will then apply to delist Gram from the Oslo Stock Exchange. \u003c/p\u003e\u003cp\u003eGram operates 21 pure car and truck carriers, including 17 owned vessels, making it the world’s third-largest tonnage provider in the vehicle carrier sector. \u003c/p\u003e\u003cp\u003eMSC \u003ca href=\"https://www.joc.com/article/msc-targets-booming-vehicle-carrier-market-700-million-bid-gram_20240424.html\"\u003emade its bid for Gram in April\u003c/a\u003e when rates for a one-year charter of a 6,500-unit car carrier were at a record $115,000 per day. \u003c/p\u003e\u003cp\u003eMSC has not given any details on how it plans to develop Gram’s car carrier business, including if it will continue Gram’s policy of renting out vessels on long-term charter or pursue short-term charter contracts to maximize vessel earnings potential. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003ca href=\"mailto:keith.wallis@hotmail.com\"\u003ekeith.wallis@hotmail.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Keith Wallis, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"MSC has not provided any details on how it plans to develop Gram’s car carrier business. Photo credit: Rokas Tenys / Shutterstock.com.","__typename":"Metadata"},"ModDate":"1721727262410","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"9","Name":"Container Shipping News","Redirects":[{"Path":"/maritime/container-shipping-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"34","Name":"Container lines","Redirects":[{"Path":"/maritime/container-shipping-news/container-lines","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1720800758000","TitlePlainText":"MSC returns to vehicle carrier market after $698 million Gram Car Carriers takeover","Published":true,"Redirects":[{"Path":"/article/msc-returns-to-vehicle-carrier-market-after-698-million-gram-car-carriers-takeover-5192300","__typename":"Redirect"},{"Path":"/article/msc-returns-vehicle-carrier-market-after-698-million-gram-car-carriers-takeover_20240712.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eThe deal marks MSC’s return to the booming car carrier market that it exited in March 2023 when it sold its two vehicle carriers to focus on transporting vehicles in containers.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"The deal marks MSC’s return to the booming car carrier market that it exited in March 2023 when it sold its two vehicle carriers to focus on transporting vehicles in containers.","__typename":"Document"},{"Id":"5192316_JournalOfCommerce","Attachments":[{"FileName":"5192317_1.0.jpg","FileType":"FeatureImage","Title":"3688211_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCar carrier and roll-on/roll-off (ro/ro) vessel operators see no signs of a cooling ro/ro market despite repositioned tonnage, a growing order book and threats of a tariff standoff between Europe and China, industry executives told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e\u003c/p\u003e\u003cp\u003eAutomobile shipments, especially electric vehicles (EVs) from China, are strong, while high container rates and capacity shortages are pushing breakbulk, project cargo and equipment shippers toward the ro/ro sector. \u003c/p\u003e\u003cp\u003eHowever, “the relentless pressure of the past 18 to 24 months is starting to ease in some areas of the world,” Bryan McCausland, head of the car carrier business at Hong Kong-headquartered Gold Star Lines, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “We can see that on several trade lanes more tonnage has been provided by operators. But in general, there is still a need for more capacity.” \u003c/p\u003e\u003cp\u003eAlthough vessel charter rates have eased slightly thanks to the added capacity, they remain close to record highs. British shipbroking house Clarksons said in a weekly report released July 5 that six- to 12-month charter rates for a 6,500-CEU (car equivalent unit) vessel slipped to $105,000 per day in July from $115,000 per day in March. \u003c/p\u003e\u003cp\u003eEchoing McCausland’s views, Andreas Enger, CEO of Höegh Autoliners, said in a June trading update that “capacity is still the limiting factor, and we continue to serve and prioritize long-term strategic customers.” \u003c/p\u003e\u003cp\u003eCargo volumes increased in May compared with April and “rates are stable at record high levels” with an average prorated gross freight rate in May of $97.20 per cubic meter (CBM), Enger said. High-and-heavy and breakbulk cargoes were also stable at 25% of total shipments in May for Höegh, similar to levels seen in the first quarter, he said. \u003c/p\u003e\u003ch2\u003eMore car carriers on the way \u003c/h2\u003e\u003cp\u003eSeveral carriers, including Hyundai Glovis, part of both the Wallenius Wilhelmsen Group and the logistics division of Hyundai Kia Automotive Group, and Singapore-headquartered tonnage provider Eastern Pacific Shipping, recently increased their vessel orders. \u003c/p\u003e\u003cp\u003eHyundai Glovis ordered six 10,800-CEU LNG (liquefied natural gas) dual-fuel pure car and truck carriers from China’s Guangzhou Shipyard International (GSI) in May, shipbrokers said. \u003c/p\u003e\u003cp\u003eEastern Pacific Shipping has placed firm orders for four 5,500-CEU car carriers at Fujian Mawei Shipbuilding and two similar vessels at China Merchants Jinling Shipyard, all for delivery in 2027. The vessel operator also has options for four further ships at Fujian Mawei and two more at Jinling. \u003c/p\u003e\u003cp\u003eThose new deals increased the total number of car carriers on order to 207 ships totaling 4.6 million deadweight metric tons, equivalent to 36% of the operational fleet in tonnage terms, according to data from Clarksons. Most of the ships are scheduled for delivery from 2025 onward, Clarksons said. \u003c/p\u003e\u003cp\u003eSaudi Arabia’s Bahri Line will also be investing in ro/ro vessels to support major projects in the Middle East, particularly Saudi Arabia’s massive Neom project on the Gulf of Aqaba. \u003c/p\u003e\u003cp\u003e“We have a very aggressive newbuilding plan coming up ... we are expecting in another two to three years 10 more vessels to join our fleet,” Rajith Aykkara, Bahri Line’s ro/ro and breakbulk division vice president, said at the \u003ci\u003eJournal of Commerce\u003c/i\u003e’s Breakbulk and Project Cargo Conference in New Orleans in April. \u003c/p\u003e\u003cp\u003eHowever, the outstanding order book will not lead to the nearly 40% increase in capacity that newbuilding orders may imply, according to Dan Cipolli, senior manager for breakbulk sales with Wallenius Wilhelmsen, also speaking at the conference. \u003c/p\u003e\u003cp\u003eMany of the vessels in the global ro/ro fleet are old, and those over 25 to 30 years are scheduled to be recycled, Cipolli said. “So, we don’t see the number of ro/ro vessels in the world growing that much in the next couple of years,” he said. \u003c/p\u003e\u003ch2\u003eNo sign of demand letup \u003c/h2\u003e\u003cp\u003eCargo demand is also expected to remain high, shipping executives said. Both Höegh Autoliners and Wallenius Wilhelmsen signed multi-year shipping contracts at the end of June with car and equipment manufacturers. For Höegh, that includes a five-year deal with a leading car producer to ship automobiles from the US and Mexico to the Middle East. \u003c/p\u003e\u003cp\u003eWilhelmsen said its contract with a top industrial equipment maker was worth $195 million based on expected volumes over the first three years, with an option to extend for a further two years. \u003c/p\u003e\u003cp\u003eAdditionally, there has been “explosive growth in the China to Europe trade,” fueled by EV exports from China, said Gold Star Line’s McCausland. China exported 2.3 million vehicles in the first five months of this year, up 32% year over year, according to the China Association of Automobile Manufacturers (CAAM). That included 481,000 vehicles in May, up 24% from a year earlier, CAAM said. \u003c/p\u003e\u003cp\u003eHowever, those imports are now facing pushback in the form of tariffs designed to protect European manufacturers from subsidized competition. \u003c/p\u003e\u003cp\u003e“This growth should continue, albeit at a lower rate due to the tariffs,” McCausland told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e “We believe that the Chinese manufacturers are strong and resilient, and they continue to be very active in targeting more export markets.” \u003c/p\u003e\u003ch2\u003eTariff trouble \u003c/h2\u003e\u003cp\u003eThe European Union imposed provisional duties of up to 38.1% from July 4 on Chinese-made EVs, including those manufactured by Western companies including Tesla, Volvo and BMW, while it continues to investigate Chinese state subsidies. The tariffs, which could be confirmed in November, are facing opposition from some European manufacturers, while Chinese car makers are calling for Beijing to impose a tax of up to 25% on European imports.   \u003c/p\u003e\u003cp\u003eThere have also been “a few instances of pre-tariff surges” where Chinese automakers have shipped early to avoid them, McCausland said. \u003c/p\u003e\u003cp\u003eTurkey also imposed tariffs of up to 40% on Chinese vehicle imports from July 7, the Ankara government said. Volvo Cars is reported to be considering moving some production of its EX30 sport utility vehicle from China to Ghent, Belgium, to avoid tariffs after the plant becomes operational in 2025. \u003c/p\u003e\u003ch2\u003eSpillover pressure \u003c/h2\u003e\u003cp\u003eA few ro/ro carriers report a return of equipment and breakbulk cargoes that had shifted back to the container sector post-pandemic but are now increasingly priced out of boxes due to soaring rates. \u003c/p\u003e\u003cp\u003e“We are getting a lot more spot requests due to the rebound in the container market,” Tim Rufus, vice president/commercial for Siem Shipping, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003e“In addition to requests from original equipment manufacturers, we are getting a lot of calls from forwarders, etc. [who] we don’t know claiming to have large volumes of OEM cargo they need help shipping,” Rufus said. “We haven’t seen these types of enquiries for about 12 months now, when things were really booming.” \u003c/p\u003e\u003cp\u003eHowever, Siem is not able to help those shippers because its shipments from Germany to the US East Coast and Mexico are dedicated to transporting vehicles for Volkswagen group, he said. \u003c/p\u003e\u003cp\u003eThe port congestion that was plaguing ro/ro transport and eating up capacity last year has eased, although Wallenius Wilhelmsen in a first quarter results briefing said that improvements in landside congestion in Australia have been offset by the need to take longer transits around the Cape of Good Hope in southern Africa to avoid militant attacks in the Red Sea region. \u003c/p\u003e\u003cp\u003e“Vessels are expensive and not made for the storage of vehicles,” McCausland said. “The bottom line is constraints need to be known to all parties and action taken where possible to increase throughput at ports and landside facilities.” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003ca href=\"mailto:keithwallis@hotmail.com\"\u003ekeithwallis@hotmail.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Keith Wallis, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Roll-on/roll-off vessel Porgy in drydock at IMC Shipyard in China. Photo credit: Wallenius Wilhelmsen.","__typename":"Metadata"},"ModDate":"1721728276507","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1720628980000","TitlePlainText":"Ro/ro market still sizzling despite added tonnage, tariff threats","Published":true,"Redirects":[{"Path":"/article/roro-market-still-sizzling-despite-added-tonnage-tariff-threats-5192316","__typename":"Redirect"},{"Path":"/article/roro-market-still-sizzling-despite-added-tonnage-tariff-threats_20240710.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAutomobile shipments, especially electric vehicles from China, are strong, while high container rates and capacity shortages are pushing breakbulk, project cargo and equipment shippers toward the ro/ro sector. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Automobile shipments, especially electric vehicles from China, are strong, while high container rates and capacity shortages are pushing breakbulk, project cargo and equipment shippers toward the ro/ro sector.","__typename":"Document"},{"Id":"5192242_JournalOfCommerce","Attachments":[{"FileName":"5192243_1.0.jpg","FileType":"FeatureImage","Title":"3688204_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eInfrastructure and energy transition projects are expected to drive up steel imports for the remainder of the year at Port Houston, offsetting declines in overall breakbulk volumes. \u003c/p\u003e\u003cp\u003eAfter a lackluster start for 2024, May steel imports at the port’s multipurpose facilities jumped 48% year over year to 436,027 short tons, marking the Houston’s busiest month for steel in 14 months, Dominic Sun, the port’s trade development director, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eThat trend \u003ca href=\"https://www.joc.com/article/new-orleans-pins-breakbulk-turnaround-container-spillover_20240621.html\"\u003emirrors activity seen elsewhere along the Gulf Coast\u003c/a\u003e. The Port of New Orleans in May recorded its highest volume of breakbulk steel in a single month since the third quarter of 2022, while also reporting an overall double-digit decline in breakbulk cargo for the first five months of 2024. \u003c/p\u003e\u003cp\u003eReflecting a second trend seen on the Gulf Coast and elsewhere in the breakbulk segment, Houston terminals are seeing early signs of potential container cargo spillover into breakbulk modes owing to the port congestion, voyage disruptions and high container rates affecting the global shipping market. \u003c/p\u003e\u003cp\u003eGerard Hill, operations manager for Cooper/Ports America (C/PA), which operates a terminal on the North Side City Docks in Houston, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that C/PA is seeing a spike in inquiries about handling goods that are normally containerized but can shift to breakbulk modes, such as plywood. \u003c/p\u003e\u003cp\u003eThe inquiries are “something that’s been happening in the last few weeks,” Hill said, although adding it will “take weeks or months to translate into more business.” Hill joins a growing number of breakbulk professionals who have \u003ca href=\"https://www.joc.com/article/signs-container-spillover-remerging-mpv-market_20240613.html\"\u003ereported a similar trend\u003c/a\u003e. \u003c/p\u003e\u003cp\u003e“Container rates are getting really high,” he said. “People are looking for alternatives, and that’s when they call us for breakbulk shipments.” \u003c/p\u003e\u003cp\u003eHowever, Sun told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that signs of a possible switchover of mode-malleable cargoes from containers to breakbulk have not yet shown up at Port Houston. “That doesn’t mean it won’t come,” he said. “We just haven’t seen it yet.” \u003c/p\u003e\u003ch2\u003eRig counts down, infrastructure up \u003c/h2\u003e\u003cp\u003eSteel typically accounts for 70%-75% of Houston’s breakbulk totals, with the tubular steel that supports oil rigs and oil and gas exploration making up a large percentage of those volumes. However, as of July 5, the number of active oil and gas rigs in the US was 585, down 95 year over year, according to data from energy services firm Baker Hughes. Reflecting that decline, and despite May’s jump, year-over-year import steel volumes for the first five months of the year came in at 1.7 million short tons, a 15% decline from the first five months of 2023 and 27% lower than 2022, according to data from the port. \u003c/p\u003e\u003cp\u003eDespite this falloff, however, steel import volumes are on track for steady growth thanks to growing demand for energy transition projects and green energy investment. “Growth in population calls for the demand of growth in infrastructure,” Sun said. “So, we’re seeing a lot of hot-rolled steel, structural steel, bars and rods and semi-finished steel products on the rise for the remainder of the year.” \u003c/p\u003e\u003cp\u003eCompared with 2023, steel import volumes are expected to rise 3% to nearly 4.7 million short tons in 2024, with another 3% increase slated for 2025 to over 4.8 million short tons, according to port forecasts. \u003c/p\u003e\u003cp\u003eAlthough any increases in steel tariffs could affect imports, growing demand for energy transition projects and increased investments in green energy should drive significant amounts of project and breakbulk shipments. Infrastructure projects are booming and “we’re still very bullish that breakbulk volume numbers and steel volume numbers will continue to go up,” Sun said. \u003c/p\u003e\u003cp\u003eFrom January through May, year-over-year total breakbulk volumes at Port Houston came in at 2.15 million short tons, down 12% from the first five months of 2023 and 34% lower than the same period in 2022, the tail end of the pandemic market. Non-containerized goods, i.e. breakbulk, accounted for 29% of Port Houston’s total cargo volume in 2023. \u003c/p\u003e\u003cp\u003eAlong with project cargo and steel, the port’s breakbulk tonnage includes metals, forestry products and heavy machinery. Forestry products, including lumber, plywood and fiberboard, rose 15% to 84,606 short tons year over year for the January through May period as general lumber and wood products have replaced plywood, a commodity that surged during and after the pandemic, Sun said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Giusti at \u003ca href=\"mailto:autumn@autumngiusti.com\"\u003eautumn@autumngiusti.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Autumn Cafiero Giusti, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"Steel typically accounts for 70%-75% of Port Houston’s annual breakbulk volumes. Photo credit: Port Houston.","__typename":"Metadata"},"ModDate":"1721728460510","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1720550981000","TitlePlainText":"Infrastructure, green energy projects to boost Houston breakbulk activity","Published":true,"Redirects":[{"Path":"/article/infrastructure-green-energy-projects-to-boost-houston-breakbulk-activity-5192242","__typename":"Redirect"},{"Path":"/article/infrastructure-green-energy-projects-boost-houston-breakbulk-activity_20240709.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eSpillover talk is surfacing, but a shift has yet to materialize at Port Houston while oil and gas-related steel demand is on the downswing as rig counts drop. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Spillover talk is surfacing, but a shift has yet to materialize at Port Houston while oil and gas-related steel demand is on the downswing as rig counts drop.","__typename":"Document"},{"Id":"5192248_JournalOfCommerce","Attachments":[{"FileName":"5192249_1.0.jpg","FileType":"FeatureImage","Title":"3688201_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eAs they did during the COVID-19 pandemic, container carriers are chartering multipurpose vessels (MPVs) in a scramble for capacity as a surge in global demand overwhelms a system stretched by Red Sea disruptions, breakbulk analysts and logistics service providers told the \u003ci\u003eJournal of Commerce. \u003c/i\u003e\u003c/p\u003e\u003cp\u003eWhile nowhere near pandemic levels, the Toepfer Multipurpose Index (TMI), which forecasts rates for 12,500-deadweight-ton (dwt) ships with heavy-lift capacity from 240 to 360 SWL (safe working load), is heading steadily toward $13,000 per day as container cargoes “spill over” into breakbulk ships. \u003c/p\u003e\u003cp\u003eAt the same time, larger MPVs with relatively higher TEU intakes are “being taken away from their breakbulk duties as they are being chartered in by container operators,” shipbroker Toepfer Transport said the latest TMI report released Friday. Breakbulk and project carriers are also reporting an increase in containerized bookings, the report said. \u003c/p\u003e\u003cp\u003eContainer carriers are currently taking these larger MPVs on time-charter at rates that are significantly higher than what the vessels could achieve in the current breakbulk market, Yorck Niclas Prehm, head of research at Toepfer, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Monday. \u003c/p\u003e\u003cp\u003eWhile \u003ca href=\"https://www.joc.com/article/loading-worries-drive-early-peak-season-frenzy-eastbound-trans-pacific_20240703.html\"\u003erising container rates\u003c/a\u003e\u003ca href=\"https://www.joc.com/article/signs-container-spillover-remerging-mpv-market_20240613.html\"\u003edrive spillover momentu\u003c/a\u003e\u003ca href=\"https://www.joc.com/article/signs-container-spillover-remerging-mpv-market_20240613.html\"\u003em\u003c/a\u003e, port congestion is also a factor, Prehm said. \u003c/p\u003e\u003cp\u003e“In a situation [where there is] high port congestion for container ships, using multipurpose carriers as well as breakbulk terminals may be an option to ensure quicker and/or more reliable transit times,” he said. \u003c/p\u003e\u003cp\u003eThe TMI is forecast to increase 1.7% to $12,859 per day in July but remain 8.8% below its July 2023 reading of $14,106 per day. Owners and operators expect rates to rise 2.4% in the next six months and 5.4% over the next 12 months, the July report said. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"5d1e68e7-1dbd-41f4-863f-f28efafeb48c\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eIn July 2022, during the height of the pandemic-induced container spillover market, the TMI peaked at $23,099 per day. Rates remain well above pre-pandemic levels, however; during the summer of 2020, the TMI hit a low of less than $6,500 per day. \u003c/p\u003e\u003cp\u003eWhile container rates are not expected to reach peak pandemic-market levels now, they are sufficiently high to push shippers toward alternatives, a project forwarder who asked not to be identified told the \u003ci\u003eJournal of Commerce\u003c/i\u003e in early July. In his experience, mode-malleable cargoes tend to shift out of containers to super sacks, pallets or other breakbulk modes when rates hit about $8,000 per container in the trans-Pacific or China–Europe trade. \u003c/p\u003e\u003cp\u003eAt that price, “it makes sense to look at breakbulk,” he said. “If the cargo allows it, we [will] see that switchover.” \u003c/p\u003e\u003cp\u003eMore broadly, all eyes are on geopolitical instability and “elections right and left,” \u003ca href=\"https://www.joc.com/article/loading-worries-drive-early-peak-season-frenzy-eastbound-trans-pacific_20240703.html\"\u003eeven as retailers push holiday buying, and thus container shipping demand\u003c/a\u003e, far forward, the source said. \u003c/p\u003e\u003cp\u003e“We saw how crazy it went a few years ago,” the forwarder added. In a calmer market, fixing cargo four to eight weeks ahead would be the norm, but worried breakbulk shippers believe they “can’t play around, so they are booking 10 to 12 weeks ahead,” he said. \u003c/p\u003e\u003ch2\u003e‘Very much congestion-based’ \u003c/h2\u003e\u003cp\u003eWhen containerized cargo begins shifting into MPVs, that triggers breakbulk and project shippers such as original equipment manufacturers and project owners to hunt for tonnage, further widening the “capacity gap,” the forwarder said. Even as they complain about the cost, cargo owners with deep pockets are now chartering whole ships. “Whatever [vessel] comes open in Asia is snatched up,” the forwarder said. \u003c/p\u003e\u003cp\u003eIncreasing MPV charter rates can be attributed to tighter capacity in the container market brought about by an early peak season on some routes, \u003ca href=\"https://www.joc.com/article/new-singapore-berths-opening-congestion-ship-delays-ease_20240705.html\"\u003eport congestion in Asia\u003c/a\u003e and the continued disruption caused by \u003ca href=\"https://www.joc.com/article/ocean-shipping-faces-sobering-reality-long-term-diversions-around-southern-africa_20240701.html\"\u003ererouting ships around the Cape of Good Hope\u003c/a\u003e. Cargo spillover, while nowhere near the levels seen during the pandemic market of 2021 and 2022, is soaking up capacity, and shippers are now booking space farther ahead than they were earlier in 2024, pushing up spot rates. \u003c/p\u003e\u003cp\u003eThe current spillover market is “very much congestion-based,” Peter Molloy, senior analyst for breakbulk and multipurpose cargo at Drewry Maritime, told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Monday. Ports do not want to handle MPVs in their container terminals as they are trying to reduce congestion and load/unload times for MPVs are much slower than those of container carriers. \u003c/p\u003e\u003cp\u003eWith container ships totaling approximately 2 million TEUs of capacity scheduled for delivery, “I think the spillover will be kept low,” Molloy said. “But in the short term, [spillover] may increase a bit further,” \u003c/p\u003e\u003cp\u003eDrewry expects its Multipurpose Time Charter Index to climb through the end of 2024, Molloy told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e\u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"d0077e1d-0c0d-4966-b6e4-1332dae233c5\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003e“We are now in the period of increasing demand we [have been] expecting,” he said. “However, [index increases] may slow in pace when the container congestion issue is solved and if the Red Sea security issue improves.” \u003c/p\u003e\u003cp\u003eThe Drewry MPV index came in at $9,165 per day for June, beating a forecast of $9,094 per day, and is expected to tick up to $9,201 per day in July. Rates for larger MPVs increased in June, while pricing for smaller vessels was flat or decreased, according to the Drewry MPV report released July 2. \u003c/p\u003e\u003cp\u003eDrewry’s MPV Index is a weighted average of day rates for three bands of vessel sizes: 5,000-7,500 dwt, 10,000-15,000 dwt and 15,000-20,000 dwt. The smaller dwt band includes low to ungeared vessels used primarily in European short sea trades. \u003c/p\u003e\u003cp\u003eThe TMI is based on expected average rates for six- to 12-month time charters for 12,500 dwt “F-Type” vessels with SWL of 240-360 metric tons, as reported to Toepfer by owners and operators. Toepfer addresses the short sea market, as well as other markets, in separate reports. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003ca href=\"mailto:janet.nodar@spglobal.com\"\u003ejanet.nodar@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"MPV charter rates as measured by the TMI are forecast to increase 1.7% to $12,859 per day in July. Photo credit: dship Carriers.","__typename":"Metadata"},"ModDate":"1721728577840","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1720470721000","TitlePlainText":"Container lines charter breakbulk tonnage, pushing up rates","Published":true,"Redirects":[{"Path":"/article/container-lines-charter-breakbulk-tonnage-pushing-up-rates-5192248","__typename":"Redirect"},{"Path":"/article/container-lines-charter-breakbulk-tonnage-pushing-rates_20240708.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eMultipurpose vessel (MPV) charter rates are rising as tight capacity due to diversions away from the Red Sea, port congestion and higher spot rates prompt shippers to shift containerized cargo to MPVs. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Multipurpose vessel (MPV) charter rates are rising as tight capacity due to diversions away from the Red Sea, port congestion and higher spot rates prompt shippers to shift containerized cargo to MPVs.","__typename":"Document"},{"Id":"5192160_JournalOfCommerce","Attachments":[{"FileName":"5192126_1.0.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5192161_1.0.jpg","FileType":"FeatureImage","Title":"3688184_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eDominik Stehle will rejoin Switzerland-based project forwarder deugro as chief commercial officer (CCO) in the fourth quarter after serving four years as CCO of multipurpose and heavy-lift carrier United Heavy Lift. \u003c/p\u003e\u003cp\u003eStehle previously worked for deugro from 2009 to 2019; at the time of his departure, he was executive vice president and a board member. He will continue with Hamburg-based UHL through September. \u003c/p\u003e\u003cp\u003eStehle told the \u003ci\u003eJournal of Commerce\u003c/i\u003e Tuesday that in rejoining deugro, he’ll “be able to enter a bigger stage and put my vision into reality.” \u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5192126_1.0.jpg\"\u003e\u003c/img\u003e\u003cp class=\"figcaption\"\u003e\u003c/p\u003e\u003cp class=\"figcredits\"\u003eDominik Stehle, CCO, UHL \u003c/p\u003e\u003c/div\u003e\u003cp\u003e“Knowing what the deugro team is capable of was one of the deciding factors when I made the decision to rejoin the company,” he said. “In all the years I was away, I’ve always had an eye on the company’s development...” \u003c/p\u003e\u003cp\u003eStehle left deugro in 2019 \u003ca href=\"https://www.joc.com/article/zeamarine-appoints-dominik-stehle-chief-commercial-officer_20181101.html\"\u003eto join the Bremen-based carrier Zeamarine\u003c/a\u003e, which bought German carrier Rickmers-Linie in 2017 and US-based \u003ca href=\"https://www.joc.com/article/intermarine-brand-resurrected-zeamarine-restructuring_20200130.html\"\u003eIntermarine in 2018\u003c/a\u003e, along with several other shipping businesses. Zeamarine went bankrupt \u003ca href=\"https://www.joc.com/article/drastic-changes-play-out-zeamarine-amid-executive-departures_20191217.html\"\u003ein tumultuous fashion in late 2019 and early 2020.\u003c/a\u003e Stehle was with the troubled carrier for less than a year, parting ways in December 2019. He \u003ca href=\"https://www.joc.com/article/dominik-stehle-named-cco-united-heavy-lift_20200903.html\"\u003ejoined UHL in September of 2020\u003c/a\u003e and \u003ca href=\"https://www.joc.com/article/mpvhl-charter-rates-137-percent-october-2020-toepfer_20211007.html\"\u003ehelped navigate the carrier through the pandemic spillover market\u003c/a\u003e. \u003c/p\u003e\u003cp\u003e“Dominik is not only familiar with our organization’s culture and operations but also brings a wealth of fresh ideas and perspectives from his experiences gained in the heavy lift shipping industry,” Thomas C. Press, owner of deugro, said in a statement Monday. \u003c/p\u003e\u003cp\u003eAndreas Rolner, managing director of UHL, said in a separate statement Monday the company “deeply regret[s] Dominik’s resignation...” \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003ca href=\"mailto:janet.nodar@spglobal.com\"\u003ejanet.nodar@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The multipurpose ship UHL Faith loading containers in the Port of Hamburg during the pandemic market. Photo credit: UHL.","__typename":"Metadata"},"ModDate":"1721729477053","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1719948263000","TitlePlainText":"Stehle to leave UHL and rejoin forwarder deugro as CCO","Published":true,"Redirects":[{"Path":"/article/stehle-to-leave-uhl-and-rejoin-forwarder-deugro-as-cco-5192160","__typename":"Redirect"},{"Path":"/article/stehle-leave-uhl-and-rejoin-forwarder-deugro-cco_20240702.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eAfter navigating the 2019 implosion of Zeamarine and the tumultuous pandemic spillover market with MPV carrier UHL, Stehle will rejoin the project forwarding side of the breakbulk shipping segment as chief commercial officer of the Swiss forwarder deugro.\u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"After navigating the 2019 implosion of Zeamarine and the tumultuous pandemic spillover market with MPV carrier UHL, Stehle will rejoin the project forwarding side of the breakbulk shipping segment as chief commercial officer of the Swiss forwarder deugro.","__typename":"Document"},{"Id":"5192216_JournalOfCommerce","Attachments":[{"FileName":"5192332_1.0.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5192217_1.0.jpg","FileType":"FeatureImage","Title":"3688176_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eCool Carriers has won the weekly, six-month, seven-vessel Brazil-to-Europe Agricola Famosa melon contract for this coming season, besting reefer operator GreenSea, the contract’s former holder.\u003c/p\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5192332_1.0.jpg\"\u003e\u003c/img\u003e\u003c/div\u003e\u003cp\u003e\u003c/p\u003e\u003cp\u003eCool is the largest reefer operator is terms of vessel numbers and capacity; GreenSea has a lower number of smaller units. Cool said that the charterers had wanted to increase the volume of weekly shipments on the one hand and remain with specialized, or breakbulk, reefers on the other — hence Cool Carriers was a natural choice. \u003c/p\u003e\u003cp\u003eCool added that other than the increase in volumes, there are no major changes to the service — i.e. the service is from week 35 to week eight (2025), loading in Natal and discharging in Vigo (Spain), Rotterdam and Dover. \u003c/p\u003e\u003cp\u003eSweden-headquartered Cool acknowledged that GreenSea had done a good job wrestling the trade back from the container lines to the specialized mode. \u003c/p\u003e\u003cp\u003eOrdinarily, that’s where the story would end. Two rivals battle for business; one wins, the other doesn’t. However, there are clearly other commercial considerations at play. If it was true that size alone was the determining factor, GreenSea parent Seatrade would have been the obvious choice for Famosa — partly for loyalty, partly for continuity and not least because the Seatrade/GreenSea combination can offer a broader range of vessel sizes. \u003c/p\u003e\u003cp\u003eHowever, if the speculation that the $130 pallet rate Famosa agreed upon with Cool is accurate, the switch merits further analysis. That is because this figure is significantly below the rate offered by Seatrade/GreenSea to extend the contract. Cool can presumably offer a more competitive rate because of the range of headhaul and backhaul cargo combination possibilities it has in and out of the east coast of South America, as well as the Baltic. For example, Cool can double dip in Argentina and southern Brazil for deciduous and/or meat if the melon crop is temporarily short. Likewise, if necessary, it can load ammonium nitrate from St. Petersburg on the return voyage. \u003c/p\u003e\u003cp\u003eBut there are other factors to be considered. The specialized breakbulk reefer fleet is aging; Cool is the only owner/operator currently investing in specialized tonnage. Following the delivery of its five, 905-cubic-feet E-Class vessels, Cool has a program of between 12 to 14 vessels in the range of 630/660/700 cubic feet to be delivered before 2027. Those units will replace Cool’s older tonnage, which will be demolished, and reduce its reliance on chartered-in vessels such as the Chartworld family class. \u003c/p\u003e\u003cp\u003eIn contrast, the six-vessel reefer newbuilds Seatrade has commissioned are fully cellular. The two operators have fundamentally different visions on the future development of the supply side of the reefer trade. \u003c/p\u003e\u003ch2\u003ePressure to fill capacity \u003c/h2\u003e\u003cp\u003eThe specialized mode is systematically losing its share of the global reefer trade to the carriers. But the banana, citrus and top fruit trades into Russia, which Cool shares with Mediterranean Shipping Co., continue to be money-spinning cash cows for both operations and will likely remain so long after the war in Ukraine ends. Cool is also strong in New Zealand (kiwifruit) and Chile (grapes) and is the senior partner to Seatrade in the Reefer Alliance for citrus out of Morocco and South Africa to the US, northern European continent, and the Baltics. Cool has evidently reasoned, with some justification, that cargo is king and therefore control of cargo is the strategy to adopt. \u003c/p\u003e\u003cp\u003eThe position is as follows: On the one hand, Cool is cash rich; on the other, it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered. The cargoes under its control will allow Cool the flexibility to employ its fleet optimally, which gives it a significant competitive edge, enabling it to undercut its rivals to gain market share and cross-subsidize, if necessary. Cool faces no obvious threats — the possibility of an alternative, Russia-based container carrier setting up shop to compete with MSC and Cool on key reefer trades into the Baltic, for example, is remote, certainly given the current charter market for container ships on the one hand and global shortage of reefer containers on the other. \u003c/p\u003e\u003cp\u003eWhile GreenSea will be disappointed that it has lost the trade on which it worked so hard to win, if Cool continues to leverage its financial advantage, it is Seatrade’s liner and COA businesses that are in greater danger. \u003c/p\u003e\u003cp\u003eOn the other hand, if rates were the singular criterion for cargo service selection, all reefer product would by now be transported in containers on carrier schedules. While Cool will be able to service the Famosa contract on terms that may be self-serving commercially and strategically, if those terms have a negative impact on service levels, the contract may not last long. The chief reason why the reefer mode is preferred by some cargo is because it is fast, dedicated and direct. Cool will surely understand that it cannot afford to jeopardize that. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Richard Bright at \u003ca href=\"mailto:richard.bright@spitfireuk.net\"\u003erichard.bright@spitfireuk.net\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Richard Bright, Journal of Commerce analyst","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"While the specialized reefer fleet is aging, Cool is the only owner/operator currently investing in specialized tonnage. Photo credit: Cool Carriers.","__typename":"Metadata"},"ModDate":"1721730136223","Taxonomy":{"MainCategory":[{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"18","Name":"Cool Cargo News","Redirects":[{"Path":"/supply-chain/cool-cargo-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"JOC Staff","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1719841704000","TitlePlainText":"Cool Carriers muscles into melon trade with new Brazil-Europe contract","Published":true,"Redirects":[{"Path":"/article/cool-carriers-muscles-into-melon-trade-with-new-brazil-europe-contract-5192216","__typename":"Redirect"},{"Path":"/article/cool-carriers-muscles-melon-trade-new-brazil-europe-contract_20240701.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eWhile Cool is “cash rich,” it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered, writes analyst Richard Bright. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"While Cool is “cash rich,” it is under pressure to fill the newbuild capacity it already has as well as what is scheduled to be delivered, writes analyst Richard Bright.","__typename":"Document"},{"Id":"5192228_JournalOfCommerce","Attachments":[{"FileName":"5192229_1.0.jpg","FileType":"FeatureImage","Title":"3688170_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eHigh and heavy equipment diversions from Baltimore helped Georgia’s Brunswick port post a record volume of roll-on/roll-off (ro/ro) cargo in May, according to the Georgia Ports Authority (GPA). \u003c/p\u003e\u003cp\u003eBrunswick could overtake Baltimore as the busiest ro/ro port in the US, at least in the short-term, partly because operations at the Maryland port were severely restricted \u003ca href=\"https://www.joc.com/article/east-coast-ports-grapple-roro-vessel-diversions-baltimore-reopens_20240501.html\"\u003efollowing the collapse of the Francis Scott Key Bridge on March 26\u003c/a\u003e.   \u003c/p\u003e\u003cp\u003eFull access to Baltimore and its main ro/ro facility, the Dundalk Marine Terminal, was restored on June 10, almost seven weeks after the bridge collapse, the US Coast Guard said. But beyond diverted ro/ro volumes, Brunswick is \u003ca href=\"https://www.joc.com/article/gpa-invests-262-million-upgrade-brunswicks-roro-facilities_20231114.html\"\u003eincreasingly out to challenge Baltimore’s dominant position as the top ro/ro and auto port in the US\u003c/a\u003e with the development of new facilities and new deals with ocean ro/ro carriers. \u003c/p\u003e\u003cp\u003eBrunswick handled 86,577 units of ro/ro cargo last month, a 26% increase from May 2023. That included nearly 78,000 automobiles and 4,300 units of high and heavy machinery, more than triple GPA’s monthly average for equipment shipments as of April for the current fiscal year, which runs from July 1 to June 30. \u003c/p\u003e\u003cp\u003eOverall, GPA saw a 20% rise in ro/ro volumes, to 796,000 auto and equipment units, from July 1 through May 30 compared with the same 11-month period in the prior year. The port anticipates that Brunswick will handle more than 860,000 units of ro/ro cargo at its Colonel’s Island Terminal by the end of the fiscal year. \u003c/p\u003e\u003cp\u003eApproximately half of the May increase in machinery volumes and about 15% of the May growth in autos was due to cargo shipments diverted from Baltimore, GPA said. \u003c/p\u003e\u003cp\u003e“Brunswick saw a larger impact on machinery because most units were exports that had to be sent to GPA well before Baltimore’s ro/ro channel reopened in mid-May,” GPA said in a statement this week. \u003c/p\u003e\u003cp\u003eThe increase at Brunswick was also partly due to the shift of ro/ro cargo previously handled at GPA’s Ocean Terminal in Savannah. Vessel movements at the Colonel’s Island Terminal climbed 27% to 57 ships in May, against 45 in May 2023. \u003c/p\u003e\u003cp\u003eGPA recently added 120 acres of vehicle processing space, while “hundreds” of acres are available for development, it said. In April, ro/ro ocean carrier Wallenius Wilhelmsen (WW) agreed to double the size of its Brunswick ro/ro terminal facilities to 155 acres, including the carrier’s first dedicated heavy machinery processing center. GPA is planning to build a fourth ro/ro berth at Colonel’s Island. \u003c/p\u003e\u003cp\u003eMeanwhile, GPA today announced that Flavio Batista will become its chief commercial officer as of July 1. \u003ca href=\"https://www.joc.com/article/roro-executive-batista-joins-gpa-port-gears-expansion_20230130.html\"\u003eBatista, who joined GPA as vice president of sales and marketing in January 2023\u003c/a\u003e, came to GPA from ro/ro carrier WW. At WW, Batista served most recently as senior vice president and head of Americas sales, leading ocean and logistics commercial development and customer relations. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Keith Wallis at \u003ca href=\"mailto:keithwallis@hotmail.com\"\u003ekeithwallis@hotmail.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Keith Wallis, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Georgia Ports Authority expects its Brunswick roll-on, roll-off terminal will handle more than 860,000 units of ro/ro cargo by the end of GPA’s fiscal year June 30. Photo credit: GPA.","__typename":"Metadata"},"ModDate":"1721731581037","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"30","Name":"Ro/ro cargo","Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1719510948000","TitlePlainText":"Ro/ro surges at Brunswick amid investment, Baltimore diversions: GPA","Published":true,"Redirects":[{"Path":"/article/roro-surges-at-brunswick-amid-investment-baltimore-diversions-gpa-5192228","__typename":"Redirect"},{"Path":"/article/roro-surges-brunswick-amid-investment-baltimore-diversions-gpa_20240627.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eBrunswick could overtake Baltimore as the busiest ro/ro port in the US, at least in the short term, partly because operations at the Maryland port were severely restricted following the collapse of the Francis Scott Key Bridge in March.  \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Brunswick could overtake Baltimore as the busiest ro/ro port in the US, at least in the short term, partly because operations at the Maryland port were severely restricted following the collapse of the Francis Scott Key Bridge in March.  ","__typename":"Document"},{"Id":"5192134_JournalOfCommerce","Attachments":[{"FileName":"5192124_1.0.jpg","FileType":"Nondownloadable","Title":null,"__typename":"Attachment"},{"FileName":"5192135_1.0.jpg","FileType":"FeatureImage","Title":"3688151_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eShipping turmoil driving Asian port congestion and tight capacity globally is expected to push a resurgent wave of container spillover cargo back to the Port of New Orleans (Port NOLA) during the remainder of 2024, counteracting a slide in breakbulk volumes earlier in the year, acting CEO Ronald Wendel Jr. told the \u003ci\u003eJournal of Commerce.\u003c/i\u003e \u003c/p\u003e\u003cp\u003eFrom January to May, the port moved 545,368 short tons of combined breakbulk and project cargo, an 18% decline from the same period in 2023. However, port officials say they expect breakbulk volume to catch up and surpass 2023 short tons by year-end. \u003c/p\u003e\u003cp\u003eThose port officials, along with \u003ca href=\"https://www.joc.com/article/signs-container-spillover-remerging-mpv-market_20240613.html\"\u003eothers working in the breakbulk segment,\u003c/a\u003e see indications that mode-malleable goods could once again be \"spilling over\" to breakbulk after shifting to containers in recent years. \u003c/p\u003e\u003cp\u003e“I think with containerization getting so costly we’ll see some of those cargoes naturally find their way through the port of New Orleans, which will help the back half of the year,” Wendel said. \u003c/p\u003e\u003ch2\u003eProject cargo rising \u003c/h2\u003e\u003cp\u003eA tidal wave of pandemic-market breakbulk cargo flooded the port in 2022 and fell off sharply in 2023, by 46%, dropping to 1.3 million short tons from 2.3 million short tons. “So yes, [we were] down from those 2022 numbers in 2023. But we think ’24 is going to be a little bit higher than ’23,” Wendel said. “Put it short: we’re seeing growth.” \u003c/p\u003e\u003cp\u003eProject cargo, a subset of breakbulk cargo, \u003ca href=\"https://www.joc.com/article/industrial-expansion-driving-boost-new-orleans-project-cargo-volumes_20240205.html\"\u003eis on the rise,\u003c/a\u003e increasing 66% year over year for January through May, port spokeswoman Kimberly Curth told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. \u003c/p\u003e\u003cp\u003eMay’s steel volumes at New Orleans totaled 123,000 short tons, the highest volume of breakbulk steel seen in a single month since the third quarter of 2022. \u003c/p\u003e\u003cp\u003eBagged cargo is up, particularly cement, as new US Environmental Protection Agency (EPA) regulations have made domestic cement production more challenging, Curth said. In February, and for the first time in more than a decade, the EPA tightened its air quality standards, which include restrictions on particulate matter released during cement production. \u003c/p\u003e\u003cp\u003eThe port also reported increased interest in the base metals breakbulk market during the January-to-May period. “The long-term outlook looks strong to develop new business here as efforts continue to grow EV [electric vehicle] adoption and renewable energy,” Curth said. \u003c/p\u003e\u003cp\u003eHowever, breakbulk natural rubber volumes were down 7% year over year for the period, a major contributor to the tonnage decline. Natural rubber has not left the port, but appears to have shifted to containers, a sign of low box rates and increased capacity that was available earlier in the year, Curth said. \u003c/p\u003e\u003ch2\u003eNew leadership, more funding \u003c/h2\u003e\u003cdiv class=\"wrapper-narrow float-right-element\"\u003e\u003cimg src=\"/images/phoenix/5192124_1.0.jpg\"\u003e\u003c/img\u003e\u003cp class=\"figcaption\"\u003e\u003c/p\u003e\u003cp class=\"figcredits\"\u003eRonald Wendel Jr., Acting CEO, Port of New Orleans and Acting CEO, New Orleans Public Belt Railroad. Credit: Port NOLA \u003c/p\u003e\u003c/div\u003e\u003cp\u003eWendel, the port’s long-time executive vice president and CFO, has been serving as acting CEO of Port NOLA and of the New Orleans Public Belt Railroad in the wake of \u003ca href=\"https://www.joc.com/article/port-nola-ceo-stepping-down-amid-major-expansion_20240514.html\"\u003eBrandy Christian’s surprise resignation\u003c/a\u003e in May. Christian became CEO of Jacksonville, Fla.-based Patriot Rail, which operates more than 30 short-line railroads, on June 17.\u003c/p\u003e\u003cp\u003e“I’ve been here throughout all the changes at the port,” including the port’s 2017 purchase of the New Orleans Public Belt Railroad, Wendel told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. The transition from Christian’s resignation has been seamless and the port is moving forward on its projects, he said. \u003c/p\u003e\u003cp\u003eOn June 11, the port received a $230.5 million commitment from the Louisiana Legislature to fund port infrastructure projects, including the construction of a \u003ca href=\"https://www.joc.com/article/port-nola-receives-more-federal-funds-proposed-container-terminal_20240123.html\"\u003e$1.8 billion marine terminal\u003c/a\u003e for ultra-large container ships. \u003c/p\u003e\u003cp\u003eIn late 2023 and early 2024, breakbulk cargo operators Ports America and QSL expanded their operations at New Orleans and began leasing facilities previously occupied by terminal operator and stevedoring company Coastal Cargo Co., which shut down its operations at New Orleans in July 2023. \u003c/p\u003e\u003cp\u003e“We’ve actually seen some cargoes coming from them that are new to the port complex, so we’re very optimistic on breakbulk,” Wendel said. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Autumn Cafiero Giusti at \u003ca href=\"mailto:autumn@autumngiusti.com\"\u003eautumn@autumngiusti.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":"Autumn Cafiero Giusti, Special Correspondent","AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The Clipper Copenhagen discharging bagged cement at the Louisiana Avenue terminal in New Orleans. Photo credit: Port NOLA.","__typename":"Metadata"},"ModDate":"1721730680897","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1718981305000","TitlePlainText":"New Orleans pins breakbulk turnaround on container spillover","Published":true,"Redirects":[{"Path":"/article/new-orleans-pins-breakbulk-turnaround-on-container-spillover-5192134","__typename":"Redirect"},{"Path":"/article/new-orleans-pins-breakbulk-turnaround-container-spillover_20240621.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eDespite sliding breakbulk volumes during the first five months of the year, there are signs that spillover cargo may reappear at the Port of New Orleans thanks to the disrupted global market. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Despite sliding breakbulk volumes during the first five months of the year, there are signs that spillover cargo may reappear at the Port of New Orleans thanks to the disrupted global market.","__typename":"Document"},{"Id":"5192146_JournalOfCommerce","Attachments":[{"FileName":"5192147_1.0.jpg","FileType":"FeatureImage","Title":"3688124_FI.jpg","__typename":"Attachment"}],"BodyHtml":"\u003cdiv class=\"phx-topic\"\u003e\u003cp\u003eThanks to the extended trade disruption in the Red Sea, shippers are again requesting quotes for moving containers on breakbulk ships, at least in the major trade lanes. With container carriers again showing interest in chartering MPV ships, the Toepfer and Drewry multipurpose indices for June have ticked up another notch. \u003c/p\u003e\u003cp\u003eWhile \u003ca href=\"https://www.joc.com/article/mpvhl-charter-rates-may-have-peaked-no-crash-ahead-analysts_20220809.html\"\u003etrue spillover is not happening yet\u003c/a\u003e, container shippers and their logistics service providers are sending inquiries, according to global MPV carriers and breakbulk terminal operators on the US Gulf Coast. Rates are not yet high enough to tempt MPVs, one carrier told the \u003ci\u003eJournal of Commerce\u003c/i\u003e, but in his opinion “it won’t be long.” \u003c/p\u003e\u003cp\u003eA project cargo shipper told the \u003ci\u003eJournal of Commerce\u003c/i\u003e that their logistics team is indeed considering putting loaded containers on MPVs in at least one heavily used trade lane, thanks to container rate volatility and tight capacity. \u003c/p\u003e\u003cp\u003eCargo may also be coming out of containers and into breakbulk modes. Peter Molloy, senior analyst for multipurpose and heavy-lift shipping with London-based Drewry, said brokers he speaks with regularly have noted an uptick in bagged cargoes, for example. \u003c/p\u003e\u003cp\u003e“In the shorter term, we still see some mode-malleable cargoes that we expected to flow to containers coming back toward MPVs,” Molloy told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “This could be thanks to disruption, the congested market and volatile container rates.” \u003c/p\u003e\u003cp\u003eDrewry’s Multipurpose Time Charter Index came in at $9,094 per day for May, beating a forecast of $9,054, and is expected to increase slightly more during June, to $9,136. Rates for larger MPVs increased during May while rates for smaller vessels were flat, according to the Drewry MPV report released May 30. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"19f7b939-a036-461e-af55-d197568f3984\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003ch2\u003eScheduling flexibility a challenge \u003c/h2\u003e\u003cp\u003eAll this is not purely happy news for the MPV sector, however. Even as disruption boosts ton miles and thus freight rates and vessel utilization, it also hampers scheduling flexibility and makes it tougher to find parcels in “weak trade regions,” said Yorck Niclas Prehm, head of research for Hamburg-based Toepfer Transport. \u003c/p\u003e\u003cp\u003eThis, in turn, makes it more challenging for MPV carriers to maintain any semi-liner services. They must “either allocate approximately 15% to 20% more capacity to this trade or eliminate opportunistic port calls along the route,” Prehm told the \u003ci\u003eJournal of Commerce\u003c/i\u003e. “Both options significantly diminish operational flexibility and earning potential.” \u003c/p\u003e\u003cp\u003eAdditionally, the container segment is showing signs of once again competing for MPV tonnage on the vessel time charter market, which drives up rates and increases operational costs for MPVs, according to the TMI report released this week. \u003c/p\u003e\u003cp\u003eHamburg-based Toepfer Transport’s Multipurpose Index (TMI) is forecast to increase by 1.25% during June, to $12,639 per day. Owners and operators expect rates to continue rising by 2.57% in six months and 5.07% in 12 months, the report said. \u003c/p\u003e\u003cp\u003e\u003c/p\u003e\u003cdiv class=\"wrapper-full\"\u003e\u003cdynamic-object type=\"jocchartid\" resource-id=\"5d1e68e7-1dbd-41f4-863f-f28efafeb48c\"\u003e\u003c/dynamic-object\u003e\u003c/div\u003e\u003cp\u003eThe TMI is down 12.36% from June 2023’s average of $14,421 but remains well above pre-COVID levels. \u003c/p\u003e\u003cp\u003eThe TMI is based on expected average rates for six- to 12-month time charters for 12,500 deadweight ton (dwt) “F-Type” vessels with safe working loads (SWLs) of 240 to 360 mt, as reported to Toepfer by owners and operators. Toepfer addresses the short-sea market, as well as other markets, in separate reports. \u003c/p\u003e\u003cp\u003eDrewry’s MPV Index is a weighted average of day rates for three bands of vessel sizes: 5,000 to 7,500 dwt; 10,000 to 15,000 dwt and 15,000 to 20,000 dwt. The smaller dwt band includes low- to ungeared vessels used primarily in European short-sea trades. \u003c/p\u003e\u003cp\u003e\u003ci\u003eContact Janet Nodar at \u003ca href=\"mailto:janet.nodar@spglobal.com\"\u003ejanet.nodar@spglobal.com\u003c/a\u003e. \u003c/i\u003e\u003c/p\u003e\u003c/div\u003e","Metadata":{"BylineOverwrite":null,"AuthorCompanyOrEventLink":null,"PaywallLocked":true,"FeatureImageCopyright":"The AAL Brisbane with containers on deck during the pandemic market. Photo credit: AAL.","__typename":"Metadata"},"ModDate":"1721733316487","Taxonomy":{"MainCategory":[{"Id":"8","Name":"Breakbulk News","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"AdditionalCategories":[{"Id":"29","Name":"Breakbulk carriers","Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"41","Name":"Breakbulk ports","Redirects":[{"Path":"/maritime/port-news/breakbulk-ports","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"Taxonomy"},"DataDeliveryTaxonomy":{"ConnectAuthorsValues":[{"Value":"Janet Nodar, Senior Editor, Breakbulk and Heavy Lift","__typename":"ConnectAuthorsValues"}],"__typename":"DataDeliveryTaxonomy"},"PublishDate":"1718295405000","TitlePlainText":"Signs of container spillover remerging in MPV market","Published":true,"Redirects":[{"Path":"/article/signs-of-container-spillover-remerging-in-mpv-market-5192146","__typename":"Redirect"},{"Path":"/article/signs-container-spillover-remerging-mpv-market_20240613.html","__typename":"Redirect"}],"AbstractHtml":"\u003cdiv class=\"phx-topic abstract-wrapper\"\u003e\u003cp\u003eTrade disruption and related congestion, high container rates and tight capacity are pushing shippers to rethink transport modes and make early moves toward revisiting the spillover market seen during the pandemic. \u003c/p\u003e\u003c/div\u003e","AbstractPlainText":"Trade disruption and related congestion, high container rates and tight capacity are pushing shippers to rethink transport modes and make early moves toward revisiting the spillover market seen during the pandemic.","__typename":"Document"}],"isError":false,"pageType":1,"horizontalProms":[{"Id":"6fd7d8c6-c7b6-4e45-b088-acbc93a4175c","Name":"Upgrade Subscription - Wide Box","Description":"Upgrade Subscription - Wide Box","Body":"Use code BF24W695 at checkout and upgrade to Gold for just $695! 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Business anachronisms permeate current supply chain processes. These vestiges of the way things used to work define the LTL freight transportation procurement process of many modern shippers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eDavid Knuth, logistics specialist at IEWC, a global supplier of cable and wire based in Wisconsin, is happy to have modernized the RFP process, automating the entire LTL bidding procedure with Bid$ense, SMC³’s automated truckload and LTL freight transportation sourcing solution. But when prompted, he can still recall what once was.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn his previous job, a large part of his duties were consumed by creating an intermodal bid package for carriers. In a spreadsheet, Knuth detailed the company’s volumes lane by lane, taking care to delete any errant keystrokes or misleading data. He would then email out the information to each carrier, taking time to respond to detailed technical questions about the spreadsheet data. Finally, he had to compile all the results, create an algorithm that would compare the carriers on each lane, and award the business.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“It was a huge undertaking. It took about four months to do,” Knuth said of the old process. “It was almost a full-time job for that part of the year, every year.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn his new job at IEWC, he sat down with Bid$ense on day one and was amazed at the capabilities. Knuth had never before used a bid tool. SMC³’s latest versions of Bid$ense automate the process even further, taking truckload and LTL RFPs entirely online. The tool draws on RFP best-practices protocols to streamline the bidding communication process, enabling bidding carriers to respond accurately and promptly to shipper requests. The solution also does all the distribution work automatically, electronically submitting shipper bid data to carriers based on their actual service capabilities and performance records. Carriers are alerted with timely prompts for RFP deliverables, so shippers aren’t waiting by the phone for responses.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eAnother benefit of automating the process is the data-cleansing assistance. When Knuth sent spreadsheets to carriers, data errors might cloud the bidding process; he might have to resend data or simply accept a price that did not truly reflect the costs of doing business. Data cleansing is incredibly beneficial, he said.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe spreadsheet technique also made bidding analysis an onerous task. Since Bid$ense automates and streamlines the entire RFP process, intensive examination is now simple. SMC³ knows that each bid has more than one best outcome. With uniform responses from each carrier, shippers can quickly rank results and create an unlimited quantity of what-if scenarios to make the optimal procurement decision.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eJesse Burnett of Central Garden \u0026amp; Pet experiences many of the same benefits. Founded in 1980, Central Garden \u0026amp; Pet has spent the last three decades growing from a small garden supply company to a provider of a range of products from dog chews and bird seed to soil supplements and natural insecticides. For much of its life, the company shipped these disparate goods via LTL and truckload carriers to retailers throughout the country, relying on each business unit to negotiate directly with their freight transportation providers. This arrangement worked fairly well for a small company, but as Central Garden \u0026amp; Pet expanded, leadership decided to consolidate decision making.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eBurnett helped centralize the transportation decision making in 2015 with SMC³’s Bid$ense. Before Bid$ense, every business unit operated independently as far as negotiating with carriers.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“There were a lot of different things just floating around,” he said. “We didn’t have master agreements in place; no national pricing at all. The pricing from carriers was just all over the place, depending on where you were.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThe transformations he saw with Bid$ense were immediate. Burnett has been using the tool about every other year since its implementation at the company. Central Garden and Pet’s $19.6 million 2019 LTL bid saved the company just more than 9 percent when compared to its historical average. For Burnett, though, bid automation extends far beyond savings.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“We knew that we weren’t getting the best pricing offer from our carriers just because nothing was centralized,” he continued. “We knew that if we combined everything from all these business units and paired it with one corporate offering, then it would drive some cost benefit with it.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhen the company initially decided to centralize bid procurement, executives researched a number of different methodologies and technologies. In the end, though, Burnett found that Bid$ense was both widespread and well known, and that his carrier partners already knew how to use the application. Burnett also highlighted the data-cleansing process as a major benefit, saying the rigorous process ensures that carriers always return the best price.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e“It definitely has helped drive savings,” he said. “Any time you go out there and you drive that competitiveness with the carriers and they know they’re in a bid environment, it seems to sharpen their pencils.”\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eTransportation procurement is an integral part of the modern supply chain. With Bid$ense, shippers can develop a strategic implementation plan that saves them time and money, but also helps them create strong relationships with their carrier partners. These carriers appreciate the solution’s data-cleansing process; when carriers receive a complete shipment history and future volume forecast, they don’t have to guess on pricing. Carriers that receive more data from shippers get a complete picture of that shipper’s freight, allowing them to accurately plan instead of simply preparing for the worst-case scenario. Clean data presented through an automated system can lead to both bigger shipment savings and a lasting partnership between carrier and customer.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhether customers are looking to streamline over-the-road transportation bidding by automating the RFP process or create an entirely new, centralized sourcing process, Bid$ense has the analytical horsepower to get the job done.\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³ 2020 Customer Case Study\u003c/span\u003e\u003c/p\u003e","Author":"Sponsored by SMC3","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"5a250a9a-79d5-4e11-99a9-055c34871cc2","FeatureImage":{"Id":"5a250a9a-79d5-4e11-99a9-055c34871cc2","Name":"SMC3rates_shutterstock_5247046.jpg","Path":"/content-assets/1724062812611_SMC3rates_shutterstock_5247046.jpg","__typename":"File"},"Taxonomy":{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},"Redirects":[{"Path":"/shippers-save-money-time-with-automated-transportation-bidding-tools-5994e1c1","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1724062819729","__typename":"EntityMetadata"},"__typename":"PartnerContent"},{"Id":"92549aa6-bf87-42f9-a742-cbcd76e3d298","Title":"SSA Marine Mexico Modernizes Facilities with $15 Million Investment ","ContentBody":"\u003cp class=\"joc_admin__paragraph\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSSA Marine Mexico has made significant strides in modernizing its infrastructure at the Port of Manzanillo, investing $15 million to enhance operational efficiency and sustainability at its facilities. This move is part of the company's broader strategy to remain at the forefront of the shipping and logistics industry.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e•\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\t\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eStrengthening Sustainability with Advanced Technology\u003c/span\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cfigure class=\"joc_admin__inline-image-position-left joc_admin__inline-image-size-medium\" data-figure-size=\"medium\" data-figure-position=\"left\"\u003e\u003cspan class=\"joc_admin__inline-image-inherit\"\u003e\u003cimg src=\"/content-assets/1730488295264_Cranes%20arrival%20to%20TEC%20I.png\" alt=\"Cranes arrival to TEC I\" class=\"joc_admin__inline-image-inherit\"\u003e\u003c/span\u003e\u003c/figure\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e \u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn July, SSA Marine Mexico added seven state-of-the-art E-RTG (Electric Rubber-Tired Gantry) cranes to its fleet, valued at $14 million. These advanced cranes were distributed across its two terminals: four cranes were assigned to the Multipurpose Terminal, and three to the Specialized Container Terminal I. \u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWhat sets these cranes apart is their dual-operation capability, allowing them to function either on electric power or diesel fuel. This innovation plays a critical role in reducing the environmental impact of operations, contributing to a 7% increase in energy efficiency. This efficiency improvement is equivalent to eliminating nearly 4,000 tons of CO2 emissions annually, underscoring SSA Marine Mexico's commitment to sustainability.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThrough this acquisition, SSA Marine Mexico not only enhances its cargo-handling capabilities but also reinforces its leadership in integrating cutting-edge, eco-friendly technology in the maritime industry. The company continues to push the boundaries of efficiency and sustainability, ensuring long-term value for both its customers and the environment.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e•\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\t\u003c/span\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eUpgraded Facilities to Meet Growing Demand\u003c/span\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e \u003c/span\u003e\u003c/p\u003e\u003cfigure class=\"joc_admin__inline-image-position-left joc_admin__inline-image-size-medium\" data-figure-size=\"medium\" data-figure-position=\"left\"\u003e\u003cspan class=\"joc_admin__inline-image-inherit\"\u003e\u003cimg src=\"/content-assets/1730488350634_Multipurpose%20terminal.png\" alt=\"Multipurpose Terminal\" class=\"joc_admin__inline-image-inherit\"\u003e\u003c/span\u003e\u003c/figure\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cbr\u003e\u003c/p\u003e\u003cp class=\"joc_admin__paragraph\"\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn addition to the new cranes, SSA Marine Mexico has completed crucial modernization and repair work across its Multipurpose Terminal and Specialized Facility at the Port of Manzanillo. This $1 million investment targeted critical infrastructure enhancements, focusing on both structural integrity and operational functionality.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eKey improvements included leveling approximately 12,000 square meters in the dock area, along with the removal of outdated concrete curbs and asphalt layers. The upgraded space now features high-resistance pavers designed to optimize water drainage and prevent pooling, ensuring safer and more efficient operations.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eMoreover, the Specialized Facility saw significant upgrades, including the leveling of key warehouse areas to facilitate smoother cargo handling processes.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThese infrastructure improvements directly enhance the handling of TEUS (Twenty-foot Equivalent Unit containers), further demonstrating SSA Marine Mexico's unwavering commitment to continuous modernization, operational safety, and efficiency.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eWith these initiatives, SSA Marine Mexico is well-positioned to meet the growing demands of the global shipping industry while setting new standards in sustainable port operations.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eLINK:\u003c/span\u003e\u003ca href=\"https://www.ssamarine.mx/ssa-ing/index\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e https://www.ssamarine.mx/ssa-ing/index\u003c/span\u003e\u003c/a\u003e\u003cbr\u003e\u003c/p\u003e","Author":"Sponsored by SSA Marine ","PhotoCutline":"Photo by SSA Marine Mexico","FeatureImageId":"e1447250-5fe7-43ba-a297-16b55e1dcd5f","FeatureImage":{"Id":"e1447250-5fe7-43ba-a297-16b55e1dcd5f","Name":"Cranes arrival to TEC I.png","Path":"/content-assets/1730488383359_Cranes arrival to TEC I.png","__typename":"File"},"Taxonomy":{"Id":"1","Name":"Maritime","Redirects":[{"Path":"/maritime","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},"Redirects":[{"Path":"/ssa-marine-mexico-modernizes-facilities-with-15-million-investment-92549aa6","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1730488384752","__typename":"EntityMetadata"},"__typename":"PartnerContent"},{"Id":"c7bc78df-b12e-42e2-964e-ea543f4d66a9","Title":"Filling the Supply Chain Education Gap with LTL Education Courses","ContentBody":"\u003cp class=\"joc_admin__paragraph\" dir=\"ltr\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIf there’s one immutable truth in the world of logistics, it’s this: LTL is an inherently complex form of transportation. Tariffs, rates, DIM weights, transit times — it’s enough to confuse even seasoned logistics professionals. The solution to this knowledge gap has historically been on-the-job training or university supply chain education, but for a variety of reasons there is now a pressing need for third-party, remote LTL training that prepares logistics workers for transportation success.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eGlobal Scope Can Overlook Local Intricacies\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eIn the past, professionals looking to move into a supply chain career learned about the basics of supply chain from universities. However, many of these college supply chain programs are now global in scope, focusing on worldwide supply chain management instead of the intricacies of specialized domestic transportation. And even these programs, which used to be widespread, are becoming less common. LTL is not an industry of broad-brush strokes; supply chain professionals really need a pointillistic understanding of the logistics of LTL in order to excel in the industry.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eAccelerating Need for Dedicated LTL Education\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis lack of specified training put the onus on employers to prepare new hires with the LTL knowledge needed to do their jobs. Dedicated LTL study is a necessity, not a luxury. At the same time, changes in LTL and the broader supply chain world are accelerating. The reliance on e-commerce has ballooned since the start of the pandemic, and last-mile LTL shipments and related e-commerce strains on the supply chain won’t diminish once social distancing abates.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThat genie isn’t going back into the bottle. So supply chain employers need logistics workers that are fully versed in all aspects of the industry, ready to solve unique shipping and delivery problems based on their extensive supply chain knowledge But why care about LTL? It’s been reported that some shippers in today’s world are no longer concerned with what mode is used to ship their goods.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cb\u003e\u003cstrong class=\"joc_admin__textBold\" style=\"white-space: pre-wrap;\"\u003eA Multimodal Approach Ensures On-Time Delivery\u003c/strong\u003e\u003c/b\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eThis mode agnosticism means supply chain stakeholders have to be well versed in all modes of transportation. As unforeseen weather events and other disruptions, such as protests, become more common, savvy logistics employees will need to be armed with familiarity of all modes, not just the most popular, to ensure that freight is delivered on time, without damage, and in the most financially expedient way possible. Offerings like SMC³’s LTL online education courses cover a wide range of topics from LTL basics and operations to more advanced concepts like pricing analytics and transportation law. The company also has plans to continually refresh content, adding new expert presenters and taking the feedback of students to make the courses even better as time goes on.\u003c/span\u003e\u003cbr\u003e\u003cbr\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eLearn more about\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://logisticstrainingcenter.com/smc3-courses/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003eSMC³’s LTL Online Education program\u003c/span\u003e\u003c/a\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003e\u0026nbsp;and view the 2021 hybrid schedule, featuring live industry experts,\u0026nbsp;\u003c/span\u003e\u003ca href=\"https://www.smc3.com/onlinelearning2021/\" rel=\"noreferrer\" class=\"joc_admin__link\"\u003e\u003cspan style=\"white-space: pre-wrap;\"\u003ehere.\u003c/span\u003e\u003c/a\u003e\u003c/p\u003e","Author":"Sponsored by SMC³","PhotoCutline":"Photo Credits: Shutterstock","FeatureImageId":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","FeatureImage":{"Id":"bf8b13fa-df15-4b0e-8d1d-d8ef28bdb121","Name":"SMC3rates_shutterstock_5247046 (1).jpg","Path":"/content-assets/1726241504084_SMC3rates_shutterstock_5247046 (1).jpg","__typename":"File"},"Taxonomy":{"Id":"46","Name":"LTL","Redirects":[{"Path":"/surface/trucking-news/ltl","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},"Redirects":[{"Path":"/filling-the-supply-chain-education-gap-with-ltl-education-courses-c7bc78df","__typename":"Redirect"}],"EntityMetadata":{"CreatedAt":"1726241511473","__typename":"EntityMetadata"},"__typename":"PartnerContent"}],"taxonomyTree":[{"Id":"8","Name":"Breakbulk News","Menu":true,"MetaTitle":"Breakbulk News shipping | Journal of Commerce","MetaDescription":null,"JocCategories":"Breakbulk News","CategoryDescription":null,"ParentId":"1","Redirects":[{"Path":"/maritime/breakbulk-news","__typename":"Redirect"}],"Children":[{"Id":"29","Name":"Breakbulk carriers","Menu":true,"MetaTitle":null,"MetaDescription":null,"JocCategories":"Breakbulk carriers","ParentId":"8","Position":28,"Redirects":[{"Path":"/maritime/breakbulk-news/breakbulk-carriers","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"30","Name":"Ro/ro cargo","Menu":true,"MetaTitle":null,"MetaDescription":null,"JocCategories":"Ro/ro cargo","ParentId":"8","Position":31,"Redirects":[{"Path":"/maritime/breakbulk-news/roro-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"31","Name":"Energy projects","Menu":true,"MetaTitle":null,"MetaDescription":null,"JocCategories":"Energy projects","ParentId":"8","Position":29,"Redirects":[{"Path":"/maritime/breakbulk-news/energy-projects","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"32","Name":"Heavy-haul transport","Menu":true,"MetaTitle":null,"MetaDescription":null,"JocCategories":"Heavy-haul transport","ParentId":"8","Position":32,"Redirects":[{"Path":"/maritime/breakbulk-news/heavy-haul-transport","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"},{"Id":"33","Name":"Project cargo","Menu":true,"MetaTitle":null,"MetaDescription":null,"JocCategories":"Project cargo","ParentId":"8","Position":30,"Redirects":[{"Path":"/maritime/breakbulk-news/project-cargo","__typename":"Redirect"}],"__typename":"TaxonomyDictionary"}],"__typename":"TaxonomyDictionary"},{"Id":"1","Name":"Maritime","Menu":true,"MetaTitle":"Maritime News | Journal of Commerce","MetaDescription":"News and analysis of ocean containerized cargo movement, logistics, supply chains, technology, and end-to-end connectivity. 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